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 FEATURES
AUGUST 2020 VOL LVII // NUMBER 12

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BY BILL BLEYER

60
PAMELA COWART-RICKMAN

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Hunt’s innovative thinking con-
tinues to influence boat design.
BY GARY REICH

8 SOUNDINGS
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CONTENTS
DISPATCHES
19 DATA DRIVEN
Research says a new math-
ematical approach could
help the USCG with search-
and-rescue operations.
22 SEAMANSHIP
A white-knuckle ride
teaches a captain about the
dangers of a microburst.
26 FISHING
To catch mahi-mahi in the
Northeast this summer,
anglers must be as quick
as these fish.
10 SOUNDINGS
LAUNCHED
30 SERENITY 64
According to its builder,
this electric catamaran can
cruise day and night on
solar panels and batteries.
FOCUS
33 CELEBRATING THE
BEST OF SAILING
The Armory in Newport,
Rhode Island, will be
remade anew as an experi-
ence called The Sailing
Museum.
AUDREY TIERNAN
54
BOATWORKS ON THE COVER
The Padebco 23 was shot
67 USED BOAT
near Indian Island, Maine,
A family of four finds the
by Pim Van Hemmen.
perfect cruising boat in a
Sea Ray 55 Sundancer.
70 MAINTENANCE
To change up the look of
your boat, consider the
benefits of a vinyl wrap.
DEPARTMENTS
14 Underway
16 Images
38 Classics
96 Just Yesterday
 ®

REAL BOATS, REAL BOATERS

Help Starts Here. &9,98c:411:..34

EDITORIAL
6HD7RZPHPEHUVVHUYHGÀUVW EDITOR-IN-CHIEF JEANNE CRAIG
EXECUTIVE EDITOR PIM VAN HEMMEN
ART DIRECTOR BRIANA SMITH
SENIOR EDITOR GARY REICH
ASSOCIATE EDITOR CARLY SISSON
DIGITAL PROJECT MANAGER CHRIS CIRILLI
CONTRIBUTING WRITERS RIC BURNLEY, PETER FREDERIKSEN, KIM KAVIN,
STEVE KNAUTH, CHARLES PLUEDDEMAN
EDITOR-AT-LARGE WILLIAM SISSON

SALES & MARKETING

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MARINE GROUP PRESIDENT GARY DE SANCTIS

VP, MARKETING AND EVENTS JULIE JARVIE
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VP, CUSTOM PUBLISHING JEANNE CRAIG
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BUSINESS MANAGER/FINANCIAL ANALYST CHRISTINE NILSEN
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UNDERWAY
Hero Story
I
recently learned about the dramatic
rescue of a man who had suffered a
heart attack in the cabin of his Sea Ray.
Thanks to the quick and intelligent actions
of a few boat owners in the same harbor
that day, the gentleman who had a brush
with death is now able to thank the people
who saved his life.
Dennis Dillon and his wife, Tricia, were
on the hook in New York’s Port Jefferson
Harbor when he went into cardiac arrest.
Tricia began CPR and yelled for help.
Josh Stein of Connecticut was on a nearby
mooring aboard his Beneteau Swift Trawler
when he heard Tricia’s cries. Stein and his
fiancé, Dr. Elizabeth Nadal, had traveled to
the area to attend an event for members of
the Saugatuck Harbor Yacht Club. They had
just finished getting ready for the evening
when they realized the woman was shout-
ing about a heart attack. “Lizzy grabbed as-
pirin and I took the handheld VHF radio be-
fore we jumped into our dinghy and headed
for their boat,” says Stein.
When the couple pulled up alongside the
Sea Ray there were other people on site who
took their lines so Stein and Nadal could
quickly board. “Lizzy took the initiative in
medical care,” says Stein. “She took over
CPR and directed the efforts of other volun-
teers [Heather Tearne, Alan Bertrand and
Doug Ewing] who rotated on CPR duty.”
At the same time, Stein took control of
logistics, directing those nearby to call the
Coast Guard and Suffolk County Marine
Police, contact an ambulance onshore and
locate flares.
Stein used his handheld VHF to call for an
automated external defibrillator (AED). He
knew that Kevin and Kathleen Rooney, also
members of Saugatuck Yacht Club who were
in Port Jefferson that day, had one on their
boat. The Rooneys received Stein’s request
and handed off their AED to Dr. Robert Kloss
14 SOUNDINGS
and his son, Robert, because they had a fast
dinghy. The Kloss men were able to locate
the Sea Ray because of the flare.
Ten or 15 minutes had passed with no
sign of the Coast Guard or marine police, so
Stein made the decision to run the boat to
shore, even as CPR continued for Dillon and
the AED was applied. He’d never operated a
boat of this type before, but that didn’t slow
him down. He drove the Sea Ray to shore at
30 knots, hailing the ambulance on Chan-
nel 16 while en route to determine a meet-
ing point. In the cabin, Dillon had regained
his pulse and was breathing on his own.
About 25 minutes after Dillon’s wife first
cried for help, paramedics were transport-
ing her husband to a local hospital. There,
doctors discovered that Dillon had a 100
percent blockage in the left anterior de-
scending coronary artery, a condition with
a 5 to 6 percent survival rate. “That’s the
survival rate on land,” says Stein. “We have
heard it’s virtually zero on the water.”
Dillon was able to thank the people who
saved his life at a ceremony in June, dur-
ing which all of the heroes involved in the
rescue were awarded certificates of merit
from the Coast Guard. “I will never be able
to repay any of the beautiful, loving people
Above: Josh Stein and Dr. Elizabeth Nadal
in Port Jefferson, New York, just after they
helped save the life of a heart attack victim
who are responsible for my being here,”
Dillon said that night.
Stein and Nadal, who are now married,
are proud of the efforts of this group. “It
was a true team effort,” says Stein. Their
success, though, was in large part due to
the habits of these conscientious boaters.
“I’m always alert on my boat and I’ve
helped in a number of emergencies on the
water,” says Stein. “I’m always listening to
Channel 16 and I’ll always have a pen and
paper at the helm to record coordinates if
someone is in trouble. That’s part of the re-
sponsibility of being a boater. My only hope
is that if I need help in the future, someone
will be there for my family.”
JEANNE CRAIG
JCraig@aimmedia.com
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Fog creeps over Camden Harbor in
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IMAGES
ADVENTURE ON

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 DISPATCHES News, Notes and Know-How From the Waterfront
Data Driven
RESEARCH SAYS A NEW MATHEMATICAL
APPROACH COULD HELP THE USCG WITH
SEARCH-AND-RESCUE OPERATIONS
T
ry to imagine the conditions present at every single point in
the world’s oceans, at every single second. On the surface.
Just beneath the surface. Far beneath the surface. With a slow-
moving current. With a fast-moving current. With an easterly cur-
rent. With a northerly current. With a cool temperature. With a cooler
temperature. With high salinity. With higher salinity. For every
single point in the oceans, at every single second.
“It’s a huge, huge data set,” says Thomas Peacock, a professor of
mechanical engineering at the Massachusetts Institute of Technol-
ogy (MIT). “The ocean is so complex, you could release two floats off
the side of a boat in the same location, and it’s entirely possible that
they’ll end up going in different directions.” This level of complex-
ity, of course, is a key obstacle that search-and-rescue teams work
to overcome every time there’s a man-overboard situation. Rescuers
do their best to determine where and when, give or take, the boater
fell into the water. Search teams then run computer analyses, look-
ing at things like prevailing winds and currents, to create probabil-
ity scenarios for which direction the man overboard is likely to be
headed. That’s how rescuers set up search grids and, hopefully, get
the boater back alive.
Now, Peacock and his colleagues have created another tool for
those rescuers to add to their search methods. Working with re-
searchers from the Swiss Federal Institute of Technology, the Woods
Hole Oceanographic Institution and Virginia Tech, the MIT team
used a new algorithm to analyze ocean conditions in a different
way. Instead of trying to figure out where a man overboard might be
ISTOCK
drifting while starting from his last known location on the boat, this
algorithm analyzes the region around the boat to determine which
AUGUST 2020 19
DISPATCHES NEWS
parts of the ocean have conditions likely to
pull the person toward them. Those spots
are nicknamed Traps, which stands for tran-
sient attracting profiles.
“Imagine you had a tabletop, and there’s
a few magnets moving around on the table-
top,” Peacock says. “If I throw some metal
coins onto the tabletop, then where is the
best place for me to go looking for those
coins? With the magnets traveling around,
they’re likely to pull the coins onto them.
In the ocean, at any given time, there are
locations on the water’s surface that are
acting to very strongly pull material onto
them. If you have a person in the water
who was released in the general area, and
you want to know the best places to look,
you should go to these Traps. They act like
the magnets. They draw everything from
the surrounding region.”
The current mathematical technique being
used for search-and-rescue operations is
called Lagrangian. This new technique is
called Eulerian and lets researchers do the
mathematical calculations faster, as well
as with more common computer hardware,
Peacock says.
“The advantage of the Traps method is
that the processing is really quick,” he says.
“It can be done on a laptop computer in real
time, and it can be updated as soon as a new
data set is available.”
20 SOUNDINGS
Along some parts of the U.S. coast—includ-
ing popular boating locations such as New
England, Southeast Florida and California—
that new data is coming in about every 15
minutes from sensor networks that use high-
frequency radar, Peacock says. Being able to
process that data faster, and with less com-
puter firepower, can let search-and-rescue
teams make different use of it.
“With the method that we have, there’s no
need to go to a big computer model to find
these Traps,” he says. “You can just take the
data from the high-frequency radar system
and run the Traps processing on it. Every 15
minutes, you can be getting an updated pic-
ture of where these Traps are in the ocean, off
the coast. You could tell sailors that 15 min-
utes ago, these were the Traps in your region.”
To prove that the algorithm works, Pea-
cock and other researchers did tests off the
coast of Martha’s Vineyard, Massachusetts,
in the summer of 2018. (Peer review of their
work has delayed its release until now; it
was published in late May in the journal
Nature Communications.) They brought mani-
kins with GPS trackers onto a powerboat that
was about 40 feet long, and then released the
manikins into the sea. They had their math-
ematical predictions for where the manikins
should end up based on where the data anal-
ysis told them Traps would be.
They watched the GPS trackers on their
computer screens for a few hours as the man-
ikins floated, sometimes a few miles away
from the boat. Sure enough, Peacock says,
“they all converged onto different regions
that turned out to be Traps.”
The work was done with primary funding
from the National Science Foundation’s Haz-
ards SEES program, with additional support
from the Office of Naval Research and the
German National Science Foundation.
Peacock says the U.S. Coast Guard has also
had eyes on the project from the start; now
that the research is peer reviewed and the
study is public, the Coast Guard can begin its
process of deciding whether to put the tool
into operational use—not just for man-over-
board situations, but also for tracking things
like oil spills, ocean plastics and more.
“Depending on what assets they have to
go out and do the search-and-rescue, this
can help with the decision-making,” Peacock
says. “They may run the modeling and find
a very broad search area. If they know there
are a few traps in that area, they might priori-
COURTESY THOMAS PEACOCK
tize looking there. It doesn’t replace what’s
already being done, but it’s an extra thing
for the Coast Guard.” — Kim Kavin
Top: Researchers did tests off Massachu-
setts, releasing surface drifters and manikins
into the sea to gather data that could aid
rescuers in man-overboard situations.
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DISPATCHES SEAMANSHIP

Throttling Out of and skates before the fluke could get the chance to join in. No flat-
ties showed up on the first couple of passes, so I moved the boat to

Harm’s Way deeper water.

As the crew in the cockpit bounced their rigs along the sandy
bottom, my attention was drawn to a conversation on the radio
A WHITE-KNUCKLE RIDE TEACHES A CAPTAIN among skippers of a small fleet of boats located a couple of miles to
ABOUT THE DANGERS OF A MICROBURST the north. They weren’t talking about the fishing action, but com-
By Peter Frederiksen menting on a strange change in the weather and the sudden appear-
ance of gusting wind. My first thought was if a swift summer breeze

A
s I cleared the inlet and steered the Second Chance, a 36-foot
Delta SFX, to the northeast on a flat sea under light gray
skies, I was focused on the day’s mission: We would scour
the sandy hills a few miles offshore of New Jersey’s Manasquan
was coming our way it would enhance our drifting potential. But
the radio transmissions became more frequent and the voices more
harried as the skippers reported that the wind had morphed into
something far more wicked.
ADOBE STOCK

Inlet for fluke. When I shut off the Caterpillars to make our first drift Around our boat, there was not a ripple in the water. I increased the
I was hoping for a little wind so we could cover some ground. The range on the radar and saw a spoon-shaped blip of rain to the north.
morning air was breathless though, and without any momentum,
our squid strip and killie combos would be easy prey for sea robins Top: A microburst is a phenomenon marked by ferocious winds.

22 SOUNDINGS
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DISPATCHES SEAMANSHIP
“ As I stared at the radar
screen, the VHF radio
exploded with the voices
of mariners caught in a
violent maelstrom about
a mile away. I cranked
up the engines just as
shards of stinging rain
came down.”
I wondered if the other boats had encoun-
tered a waterspout. There were several
boats near me and I was concerned their
skippers might not be paying attention to
the same radio reports I was listening to.
As I stared at the radar screen, the VHF
exploded with the voices of mariners
caught in a violent maelstrom about a
mile away. I cranked up the engines but
before I could shout down to the cockpit
that a downpour was coming, my crew
was drilled with shards of stinging rain.
They climbed onto the bridgedeck and
zipped down the enclosure to keep out
the water. Seconds later we were in the
middle of a microburst and blinded by
gale wind and rain so hard and dense
that I could not see 6 inches beyond
my compass.
A microburst is a weather phenomenon
marked by ferocious winds. It’s a local-
ized column of sinking air within a thun-
derstorm and is usually less than or equal
to 2.5 miles in diameter. Microbursts can
cause extensive damage at the surface
and in some instances can be life-threat-
ening. I had encountered one several
years before, on an August afternoon dur-
ing a run home from a half-day charter. A
sudden microburst struck along the North
Jersey coast and caused a 40-foot cruiser
not far from my boat to sink in the ocean
with one of the passengers trapped inside
the boat when it rolled over.
Moments before we were hit I had made
note of the positions of nearby boats and
determined a heading that would allow
me to avoid every vessel in the area. I was
glad I had done that because when the
thunder and lightning started I shut down
24 SOUNDINGS
the electronics and hoped the tuna tower,
outriggers and antennas could avoid
being lottery winners of the worst kind.
Lightning crackled so close to the boat
that it reminded me of the sound bar-
rier explosions I used to hear when I
was coming home from the Hudson Can-
yon and the Concorde would be pass-
ing overhead on its way to the airport.
I turned on the handheld VHF and lis-
tened on channel 16. Boaters were ask-
ing the Coast Guard for assistance. The
Coasties were reminding the callers to
don their PFDs because they were on
their own until help could arrive. Our
PFDs were already out. With each light-
ning blast, I let go of the stainless steel
wheel I was gripping in my wet hands,
and used my palms to throw the plastic-
topped engine clutches in and out of
gear to control the boat.
The combination of head and beam
seas sized from 3 to 6 feet felt like a salt-
water washing machine. At times, the
wind would be rushing over us from the
bow and I wondered how long my en-
closure and its fasteners would remain
in place. And what would happen if it
blew off altogether? Occasionally on
rough days with lots of spray, water could
drip through the enclosure zippers. On
this day the wind forced the rain through
the zippers as if nothing was even there.
When the wind nailed the boat on the
beam, the enclosure acted like a sail. The
boat heeled so far over that had my out-
riggers been out they would have ripped
off into the water.
More than once I heard the props venti-
late when the boat rolled, but the deep-V
hull came back each time. The relent-
less wind muffled the sound from the
diesels that continued to give us enough
momentum to negotiate the seaway, but
the spookiest reminder of the wind’s
velocity was the soulful moaning we
heard as it encompassed the tuna tower.
The noise was a stark contrast to the
silence of the four men on the bridge. One
of those anglers never came ocean fishing
with the rest of us again.
For 20 minutes I jogged inshore and
offshore until the wind dropped out and
the seas became remarkably calm, much
as they were when we left the inlet. When
we returned to the marina, we learned
no other boat from our dock had been
affected by the microburst, although the
skippers had heard about it.
QUIZ
TEST YOUR
SEAMANSHIP KNOWLEDGE
1. GENERAL NAVIGATION: A weather fore-
cast states that the wind will commence
backing. In the Northern Hemisphere,
this will indicate that it will:
A. Shift in a clockwise manner
B. Shift in a counterclockwise manner
C. Continue blowing from the same
direction
D. Decrease in velocity
2. GENERAL NAVIGATION: What weather
accompanies the passage of a cold front
in the Northern Hemisphere?
A. Wind shift from northeast clockwise
to southeast
B. Steady dropping of barometric
pressure
C. Steady precipitation, gradually
increasing in intensity
D. A line of cumulonimbus clouds
3. GENERAL NAVIGATION: A line of
clouds, sharp changes in wind direction,
and squalls are most frequently associ-
ated with a(n):
A. Occluded front
B. Warm front
C. Cold front
D. Warm sector
4. GENERAL NAVIGATION: An urgent
marine storm warning message would
be broadcast on:
A. 2670 kHz
B. 156.80 MHz (VHF-FM Ch. 16)
C. 157.10 MHz (VHF-FM Ch. 22A)
D. None of the above
5. GENERAL NAVIGATION: If you count
20 seconds between seeing lightning
and hearing the thunder, how far is the
storm from you?
A. 2 miles
B. 4 miles
C. 6 miles
D. 8 miles
ANSWERS: 1. B, 2. D, 3. C, 4. C, 5. B
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DISPATCHES FISHING

Fast Lane
TO CATCH MAHI-MAHI IN
THE NORTHEAST THIS
SUMMER, ANGLERS MUST
BE AS QUICK AS THESE FISH
By Ric Burnley

M
y buddy Lee and I were drifting
over a shipwreck 30 miles off Vir-
ginia Beach, Virginia. From the
back of my center console, we dropped
jigs to the bottom and pulled up sea bass
and flounder. Suddenly, the sylvan ocean
surface was disrupted by a 10-pound mahi-
mahi jumping toward the clear blue sky.
Lee and I stood dumbfounded, process-
ing the image of that gold and green fish
near a mid-shore wreck. “Was that a dol-
phin?” I asked Lee. He broke his silence,
“Yeah, a nice one.”
In unison, we quickly cranked in our
jigs and stowed the rods. I put the boat in
gear and made a wide circle heading back
toward the wreck. Lee grabbed the trolling
rods and snapped a pre-rigged ballyhoo
on each. By the time the wreck appeared
in my fish finder, the baits were skipping
in the boat wake. “Here we go,” I said.
Lee crossed his fingers and chuckled. We
watched the baits splash on the surface.
The first dolphin hit with a pop. One
rod bent heavily as drag pulled from the
reel. The next dolphin greyhounded three
times and attacked a second bait. I kept skipping over the wreck and dolphin were my home waters in the mid-Atlantic, where
the boat moving forward until all four mounting another assault. We repeated the the fish are not as common. I never know
rods were bucking. We cranked madly as song and dance two more times before the when I might run into dolphin, but after
the mahi, called dolphin in my neighbor- bite died, going from chaos to calm in less fishing with the pros, I know I’m ready.
hood, crossed our lines, darted under the than an hour. Dolphin range from 2 to 50 pounds. The
boat, tangled in the motor and beat us For anglers targeting dolphin in the mid- brightly colored fish grow fast, too. Ac-
with our own fishing rods. Atlantic, the key to loading the fishbox is cording to the National Oceanographic
After a lot of cursing and laughing, to react quickly and move fast. It’s a lesson and Atmospheric Administration (NOAA),
Lee and I had four dolphin flopping and I’ve learned over the years, having traveled this species can grow to 7-feet long in less
sliding around the deck. We wrestled to the Outer Banks of North Carolina to than five years. They can spawn at just
the fish into the cooler and shut the lid. target dolphin with some of the best char- four months old and reproduce every two
“Whew!” I exhaled. Lee sat on the cooler, ter captains on the weed line. From May to three days. As a result, NOAA labels
breathing heavily. We took a second to through September, skippers fishing out of the fishery as healthy, not overfished.
recover. But only a second. With my heart- Oregon Inlet and Hatteras Village find reli-
RIC BURNLEY

beat still above baseline, I put the boat in able dolphin fishing on the grass lines that Top: To catch mahi-mahi, the key is to react
gear and Lee clipped fresh baits to the troll- form along the edge of the Gulf Stream. I quickly, move fast and keep the action
ing rods. In a few minutes, the baits were bring their tactics and techniques back to moving before the fish lose interest.

26 SOUNDINGS
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DISPATCHES FISHING
Dolphin can be found in temperate waters
around the world. On the East Coast, they
are prevalent along the Gulf Stream from
Florida to North Carolina. In the Northeast,
the fish move inshore with warm, summer
water from June to September with the best
fishing later in the season.
The best place to find dolphin is under a
mat of sargassum grass. The floating sea-
weed forms huge yellow fields along tem-
perature and current changes. North of the
Gulf Stream, these conditions most often
form east of 100 fathoms. Inshore anglers
will most often find dolphin on wrecks, sea
mounts, buoys and any sea junk floating
on the surface.
I rigged my 20-foot Jones Brothers Marine
center console with outriggers sporting
long and short-rigger clips. The outriggers
allow me to run six rods from the small
boat, and they spread the lures out from
the propwash to the clear water beyond
the boat’s wake. The riggers also keep the
baits splashing on the surface, where the
dolphin look for a meal.
I carry six medium-heavy Penn Car-
nage conventional rods matched to Penn
Fathom 30 lever drag reels. The reels are
spooled with 50-pound Berkley ProSpec
braided line connected to a 50-yard top
shot of 25-pound Berkley ProSpec high-vis
monofilament. For abrasion resistance,
28 SOUNDINGS
and to give me something to grab when
the fish is close to the boat, I add 20 feet
of 50-pound Momoi Hi-Catch leader with a
Bimini twist to no-name knot connection.
At the end of the 50-pound leader, I tie
on a 150-pound test snap swivel that makes
rigging a snap. I tie a 6/0 dink-bait hook to
an arm’s length of 50-pound leader. Then,
I slide a ¼- to ⅛-ounce sinker over the
line and twist an 18-inch piece of copper
rigging wire to the hook eye. I make a sur-
geon’s loop in the other end of the leader to
clip to the snap swivel. When I land a fish,
I simply unclip the leader from the snap
swivel and attach a fresh rig. Later, I’ll go
back and dig my hooks out of the fish.
Dolphin fish will respond to a variety of
lures and baits. My go-to trolling spread con-
sists of small ballyhoo rigged on the dink-
bait hook. I rig half my lures to swim and the
other half to skip. If the sky is cloudy or the
water is murky, I’ll add a rubber skirt to the
bait. I troll at 6 knots, dragging naked bal-
lyhoo from the long riggers about 75 feet
behind the boat and the flat lines in the
prop wash. From the short riggers, about
40 feet behind the boat, I like to use a daisy
chain of 3-inch rubber squid punctuated
with a small, skirted ballyhoo.
But trolling isn’t the only way to catch
dolphinfish. This species grows fast and
lives fast. To fuel their high-speed lifestyle,
Left and above: Dolphinfish schools often
swirl beneath buoys and flotsam, so be
prepared to replace your trolling baits with
bailing rigs.
they are aggressive feeders. Many times,
we’ve encountered a school of dolphin
swirling under a buoy or piece of flotsam.
To shift into high gear, we pull in the troll-
ing baits and replace them with bailing rigs.
A bailing rig consists of a 5/0 baitholder
hook tied to 5-feet of 50-pound leader. I at-
tach a 150-pound snap swivel to the other
end of the leader and clip on a one-ounce
inline sinker. Then, the sinker is clipped to
the snap swivel on my mainline.
When the dolphin put on a show behind
the boat, we drop the bailing rigs and drop
chunks of bait to fish that are holding in one
place. The fish are so competitive, they’ll
fight each other for the bait. We always leave
one fish hooked and swimming just behind
the boat to keep the school’s attention.
Then, it’s a matter of bailing dolphin
like a well-oiled machine. Working as a
team, the anglers bring the dolphin to the
boat while one person lands the fish and
uses a dehooker to drop it in the fishbox.
That person then baits the hook and sends
it back into the school. Dolphin can lose
interest fast, so keep the action moving to
keep the fish engaged.
The key to catching dolphin is to make
hay while the sun shines. Anglers fishing
RIC BURNLEY
in the Northeast and Mid-Atlantic never
know when dolphin will appear behind the
boat, so quick action will pay off.
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AUGUST 2020 29
LAUNCHED

LOA: 64’0” Beam: 31’0” Draft: 3’7” Displ. (light): 48,000 lbs. Power: (2) 18-kW TEMA electric drives; (2) Volvo Penta 200-hp D3 diesels
Fuel: 405 gals. Water: 435 gals. Price (loaded): $3.3 million

Serenity 64 electric propulsion system that makes this ocean-going powerboat a

rare catamaran.
Boyd Taylor and his wife, Elizabeth Neville, built the first Serenity
ACCORDING TO ITS BUILDER, THIS ELECTRIC 64 in 2018. Constructed in Turkey’s free-trade zone, the first hull made
CATAMARAN CAN CRUISE DAY AND NIGHT its world debut at Cannes, France. But earlier this year they brought
ON SOLAR PANELS AND BATTERIES ALONE the second hull to the Miami Boat Show for its American debut.
The couple live in Orlando, Florida. Elizabeth is an environmental

A
t first glance the Serenity 64 looks like a lot of other power
cats. There is a ton of space. The aft cockpit is enormous.
You can take in the sun on the bow, stern and aft on the
flybridge. It has a 320-square-foot salon, a large galley and four cus-
tom staterooms, plus a crew cabin. It also has shower walls covered
in slate so thin it curves around the corners, but it’s the silent solar-
lawyer and Taylor describes himself as a “jack-of-all trades.” He’s
been a reporter for Alabama Public Radio, worked as a translator
and investigator, and had a stint at the Golf Channel. They started
a solar-electric boat company because they wanted to create an
eco-friendly boat for people who are tired of diesel yet want to travel
long distances. They are not the first to do so. Austrian builder

30 SOUNDINGS
Silent-Yachts was one of the first to offer ocean-going solar-electric Two 18 kW TEMA hand-wound marine electric motors with internal
catamarans; that builder sold two of its flagship 80-footers in the air-cooling propel the 64, giving her a cruising speed of 5 to 6 knots.
midst of the coronavirus pandemic. Instead of using canoe hulls, the boat gets its efficiency from wave-
Taylor and Neville believe there is plenty of room in the piercing hulls and all-carbon fiber construction, which ac-
market for the Serenity 64. Their company also offers a 74- Clockwise from cording to Taylor resulted in 16,000 pounds of weight sav-
foot model that will cruise at 7 to 9 knots. “We welcome the left: The solar ings. When the upper helm area is not in use, the hardtop
competition,” Taylor says. panel array; the can be hydraulically lowered to improve aerodynamics and
Taylor reports that the Serenity 64 cruised on solar power forward lounge prevent shading of the coach roof panels, which improves
and batteries alone during a three-month voyage the couple area; controls at solar gain.
made on hull number one across the Mediterranean Sea. the lower helm They plan to build all-electric versions of the Serenity
They took her from the yard in Turkey to Spain with stops in 64, but the first two versions have alternate power. Two
Greece and Italy. 200-hp Volvo Penta D3 diesels are coupled to the driveshafts, giv-
The 64 is powered by more than 700-square-feet of solar panels ing the boat a top speed of 16 knots. “For ocean-going, you gotta
mounted on the salon roof and hardtop flybridge. The 42 SunPower have diesel back-up,” Taylor says. There’s also a diesel-powered
panels generate more than 15 kWh at peak production. According to generator, which can feed the batteries when the sun doesn’t
Taylor, that’s enough energy for the 64 to cruise all day and still store shine for extended periods.
enough battery power to coast through the night—all while using Taylor says despite the long trip across the Med, the diesels have
the onboard electrical amenities, including the air conditioning. The seen very little use. “There are only 15 hours on the generator and 8
solar energy is stored in a 142 kWh bank made up of four 35.5 kWh of those are from the boat’s time in the yard,” he says. “Since it left
batteries. Then there are separate house batteries, emergency bat- Turkey, it’s never been plugged into shore power.”
teries, engine start batteries and bowthruster batteries. Most of the And with the large solar array, the cruising range is virtually
systems, including the electric motors, run on 96 volts. Inverters and unlimited. “It’s ludicrous,” Taylor says. “Who doesn’t want free
step-down chargers provide 24-volt power to the remaining systems. power?” —Pim Van Hemmen

AUGUST 2020 31
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Celebrating the Best of Sailing
THE ARMORY IN NEWPORT, RHODE ISLAND, WILL BE REMADE
ANEW AS AN EXPERIENCE CALLED THE SAILING MUSEUM
By Kim Kavin
D
uring the 1960s, ’70s and ’80s,
when 12-Meter yachts were rac-
ing for the America’s Cup off the
coast of Newport, Rhode Island, the city’s
Armory building on lower Thames Street
was home to the event’s main press of-
fice. Countless skippers, navigators and
other sailing legends walked in and out of
the preserved 1800s building to tell their
ALAMY
stories, often still smelling of salt water
and sea air as they lived the moments that
would eventually become history in the
sport of sailing.
Now—well, in spring 2022, to be precise—
the public will be able to walk quite liter-
ally in their footsteps.
The Armory is currently undergoing ren-
ovations that will remake it anew as an
experience called The Sailing Museum.
That museum will be the new home for
the National Sailing Hall of Fame (whose
previous public display was in Annapolis,
FOCUS
Top: The America’s Cup Hall of Fame will
maintain a presence at a new museum in
the Armory on lower Thames Street.
Maryland) and for a new outpost of the
America’s Cup Hall of Fame, which will
also continue to have a presence at its cur-
rent location, the Herreshoff Marine Mu-
seum in Bristol, Rhode Island.
“We were shooting for next year to open,
but given Covid-19, we are waiting for a time
to open when there are universally accept-
ed treatments and vaccines,” says Heather
Ruhsam, executive director of the National
Sailing Hall of Fame. “We could open at
the end of next year, but we’re planning for
spring 2022 to coincide with the beginning
of sailing and tourist season.”
The creation of the new museum is
already more than a year in the making.
In March 2019, the National Sailing Hall
of Fame bought the Armory for $1.685
million. The building was being used as
a place to sell antiques, with its general
condition overseen by the Rhode Island
Historical Preservation and Heritage Com-
mission. Now, the building is split into
two portions, with the City of Newport
maintaining control of the beachfront level
where there’s a public dock. The state com-
mission is continuing to oversee the site
to ensure that any modifications for The
Sailing Museum are in keeping with the
required standards.
Ruhsam says the plan is to modern-
ize the space, but in a way that’s akin to
revitalizing a classic boat. The building
will still look and feel like the original
Armory, only with upgraded electrical wir-
ing, HVAC systems, restrooms, an elevator
and the like. “There are wood elements
and hardware, and the roof is all gor-
geous big timbers. it’s a free span across
AUGUST 2020 33
FOCUS
the 6,000-square-foot area that used to
be the drill hall,” she says. “From the
outside, it looks like a castle. It’s a really
neat building, and it’s an appropriate
home for The Sailing Museum.”
HealyKohler Design of Washington,
D.C., has been tapped to help create the
museum’s floor plan. The firm’s previous
design work includes sports arenas, arts
and cultural centers, visitor centers, histor-
ical centers and more—everything from the
Bluegrass Music Hall of Fame & Museum
to the National Soccer Hall of Fame to the
Ulysses S. Grant Presidential Library.
“Their portfolio spoke to us because
we’re an interesting mix of all of it,”
Ruhsam says. “People come to Newport
who are nonsailors because of that sail-
ing history. We look at the museum as
an opportunity to give them a glimpse
into the world that we all know and love
as sailors.”
34 SOUNDINGS
The Sailing Museum will be divided
into various areas. It will start with ex-
hibits that focus on wind and water—
things that nonsailors already share a
basic understanding about—and then
will move through exhibits about team-
work, champions, competition, and the
mental and physical aspects of the sport.
The Hall of Fame area will take deep
dives into the personalities who have
made the sport what it is today.
Visitors will be able to take part in an
RFID chip experience, which will give
them a personality quiz to determine
whether they are more in tune with, say,
a single-person dinghy or a fully crewed
The Hall of Fame area will highlight
some of the people who impacted
ALAMY (2)
the sport, including Ted Turner (left)
and Dennis Conner (above).
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 FOCUS

offshore boat, and then relate their prefer- location, and vice versa, with the hopes
ences to some of the exhibits throughout of inspiring visitors to take a look at
the museum. Hands-on activities will in- what’s going on in both places. In Bris-
clude things such as feeling the way a tol, the America’s Cup Hall of Fame ex-
tiller responds as a boat moves through hibits will be in a building on the for-
the water, while high-tech experiences mer Herreshoff Manufacturing Company
will include sizable digital touchscreens campus that is in the process of being
that tell a variety of stories for multiple at- converted to museum space—pretty
tendees at a time. close, it turns out, to where modern-day
The ability to tell various types of Cup challenger American Magic is cur-
stories is one reason why the rently building boats.
America’s Cup Hall of Fame “The Herreshoff Museum is
will also maintain a presence Top: The floor about engineering and innova-
at the Herreshoff Marine Mu- plan for The tion. The America’s Cup obvi-
seum in Bristol. While the New- Sailing Museum ously is the bleeding edge of
features a variety
port outpost within The Sailing innovation and technology
of exhibits and
Museum will allow America’s gathering spaces. in sailing,” Lynn says. “It’s a
Cup stories to be told that natural fit for us here, espe-
weave in and out of the inter- cially given the 40-year run of
national history of sailing, the Bristol America’s Cup events that the Herreshoff
location can focus on the four decades company had.”
when the Herreshoff Manufacturing Back at the Armory location in New-
Company was practically synonymous port, there also will be event space for
with the America’s Cup races. both the America’s Cup Hall of Fame and
“I always thought about the Herreshoff the National Sailing Hall of Fame. Sev-
Museum and the America’s Cup Hall of eral American inductees are members of
Fame as sort of a Venn diagram: two both halls of fame, and some still can be
circles that had a 40-year overlap,” says seen from time to time along the docks
Bill Lynn, president of the Herreshoff at Newport, continuing to take part in
Marine Museum. “The America’s Cup the sport for which the city has long been
obviously existed before 1893 and beloved. Tourists may not immediately
after 1934, but that 40-year time peri- recognize dual inductees such as Gary
od is what we call the Herreshoff Era. Jobson or Dennis Conner if they see the
There were eight Cups, and the Herre- men strolling along the waterfront, but
shoff company built the defenders for at The Sailing Museum, they’ll have a
all eight. There’s a really cool bunch of chance to learn their stories and contribu-
stories there to tell that we can dive into tions to sailing for many years to come.
with more depth here.” “Probably 75 percent of our visitors will
The America’s Cup Hall of Fame ex- be tourists and nonsailors,” Ruhsam says,
hibits in Newport will be designed to “so we have to capture their attention and
complement the exhibits at the Bristol get them excited about this sport.”

36 SOUNDINGS
Rybovich 42
Illustration by Jim Ewing

J ohn “Pop” Rybovich opened up his own fishing

boat repair business in 1919 in West Palm Beach,
Florida, and started a family. His three sons—
Johnny, Tommy and Emil—grew up on the waterfront,
watching anglers retrofit cabin cruisers for the new
sport of deep-sea fishing, adding primitive fighting
chairs, bamboo outriggers, bow pulpits, gin poles,
kites and other gear.
Johnny grew up as the passionate fisherman, whose
time spent on the water later proved invaluable. Tommy,
the tireless, learned to design and build by feel and expe-
rience. Emil, the engineer, developed a talent for detail.
Together in the late 1940s, they pretty much invented the
modern sportfish boat.
The Rybovich 42 had the lines, design and gear that
made a Rybovich a Rybovich. There’s the broken sheer,
which brought the cockpit closer to the water for easier
fish handling; the flybridge, placed well aft for visibil-
ity over the cockpit; and a tuna tower soaring above.
The cockpit has a true fighting chair, tackle drawers, a
livewell and a transom door. Powered by a pair of 300-
hp diesels, the 42-footer had 20-knot performance.
Designed from the cockpit forward, accommodations
and living areas were secondary in importance to fish-
ing, but this boat did include a salon, galley, dinette,
two cabins and a single head compartment.
The first two prototypes were designed for Charles
Johnson, a Palm Beach Chevrolet dealer and avid tuna
fisherman. The 34-foot Miss Chevy II, launched in 1947,
had a sturdy fighting chair and a gin pole on the port
side for landing big fish. Miss Chevy IV, launched in
1952, debuted the broken sheer and was equipped with
an aluminum tuna tower, aluminum outriggers and a
“tuna” door (today’s transom door) instead of a gin pole.
The Rybovich brand soon became the sport’s standard.
In the years from 1947 through 1975, the brothers built
and delivered more than 70 hulls. Fortune magazine
called Rybovich the “Stradivarius of sportfishing boats.”
Today, “Pop” Rybovich’s grandson heads up Michael
Rybovich and Sons, continuing the family legacy of
building custom sportfishing boats. —Steve Knauth

38 SOUNDINGS
CLASSICS

AUGUST 2020 39
PIM VAN HEMMEN
ANY BOAT
YOU WANT
No matter what kind of boat you’re hankering for, there’s a
yard in Maine that can build, restore or update it

By Pim Van Hemmen


Not too long ago, you’d go to Maine for a
traditional wooden boat. But nowadays the
Pine Tree State can build you any boat you
want. It can be big or small, production,
semi-custom or custom, a rebuild, a reno-
vation or a refit, cold-molded, steel, alu-
minum, fiberglass, carbon fiber or wood.
Between Portland and Mount Desert Island,
you’ll practically break your neck over boat-
yards. Seemingly every other cove still has
a boatshed, and away from the water there
are yards tucked among the trees.
Besides production builders such as
Sabre, Back Cove and Hinckley, and large
yards like Hodgdons, Brooklin Boatyard,
Rockport Marine, Front Street Shipyard and
Lyman-Morse, there are dozens of small-
er boatshops—many with just a handful of
workers—that can make just about anything.
Some of them build the iconic inboard-
powered Maine lobsterboat, but others
make purpose-built craft with outboards
or even electric drives. The smaller yards
can blend wood with composites or any
other material. Craftsmanship remains par-
amount, and these builders are not afraid
to take on a challenge.
SAMOSET BOATWORKS
Matt Sledge’s Samoset Boatworks sits in
an industrial park off Route 27 in Booth-
bay, Maine. The shop is littered with all the
tools, supplies and detritus of boatbuild-
ing. There’s a table saw, a dust collector, a
sander, a planer, a chopsaw, a drill press
42 SOUNDINGS
Previous page: Samoset Boatworks built
Last Call, the first Holland 34, out of an
extended Holland 32 hull. Right: The
Hylan & Brown boatyard built Scout for a
client who likes to explore the
shallows of Florida’s Everglades.
and an industrial-strength Powermatic
bandsaw with a 12-½-foot blade. Jugs of
epoxy and cans of Awlgrip cover the work
benches, wood is stacked along a wall, and
rolls of fiberglass cloth hang off a mobile
cart. A couple of chainsaws rest on a wood-
en pallet by the open shed door, and dog-
eared copies of Commercial Fisheries News
and Professional Boatbuilder decorate the
stairs to the office. Green Coosa board is
seemingly everywhere.
The crew is at lunch, but Sledge, wearing
an Interlux T-shirt, shorts, a baseball cap
and knee pads, is on the phone with a cli-
ent. He roams the shop floor as he updates
the owner of the Mussel Ridge 46 tuna boat
that is taking shape in the recently com-
pleted bay. Big, bearded and jocular, he
intersperses boat talk with one-liners.
Sledge learned his craft at The Landing
School in Arundel, Maine, in the 1980s
and opened Samoset Boatworks in 2007. financial advisor. He wanted a boat to
Over the years, Samoset has managed to cruise with his wife but also be able to tend
stay constantly occupied—no small feat to the 40 lobster pots he’s been pulling in
for a small yard—and Sledge’s crew now Casco Bay since he was 13 years old.
numbers four. They build fishing boats Thomas has owned other boats, including
and pleasure craft and supplement the new an H&H 32, a Duffy 30, a Webbers Cove 29, a
builds with refits and repowers. 26 and two 22s. He says he’s wanted a Hol-
Samoset’s most recent launch is Last land 32 for more than 25 years, but he want-
Call, the very first Holland 34. She is an ex- ed a little more space, which is why he asked
tended version of Glenn Holland’s popular Glenn Holland to extend the 32 by two feet.
32-foot lobster hull, which gained fame in Holland laid up a new hull, cut a two-
the ‘80s and ‘90s when Holland’s father’s foot section out of it, inserted a new four-
boat, Red Baron, dominated Maine’s lob- foot section, stretched the keel, added a
ster boat races. The hull is popular with 1-¾-inch shaft, a drivetrain and a 425-
lobstermen and yachters alike. Holland has hp Cummins diesel and shipped it off to
built more than 180 of the 32s, which often Sledge for finishing.
get finished by other Maine yards. Sledge moved the main bulkhead aft, en-
Last Call was commissioned by Jack larging the cabin, and raised the cabin top
Thomas of Cumberland, Maine, a retired 3-¾ inches to give Thomas’s wife standing
 headroom in the head. He also widened the
pilothouse top a smidgen to send water off
the sides and gave it a little extra eyebrow
over the helm.
Last Call is a working gentleman’s lob-
ster boat. On the outside, only a few things
hint that she is more than a workboat. The
exterior handrails are varnished, there’s
a removable teak bench on the stern and
there’s a small swim platform that Sledge
subtly blended into the boat’s stern. Oth-
erwise, she looks like she’s only used for
catching Maine’s favorite crustacean.
BENJAMIN MENDLOWITZ
For the interior, Thomas knew exactly
what he wanted. His childhood friend Park-
er Hadlock finished out his own Holland 32,
so Thomas and Sledge—armed with a tape
measure, pad and pen—got aboard Had-
lock’s Laurie H. to copy the interior.
Last Call’s cabin features a galley with a
traditional icebox, a two-burner propane
stove and a sink to port, a V-berth in the
bow, and an enclosed head to starboard.
Inside the head is a small utility closet for
access to the hydraulics and helm electron-
ics. There is no air conditioning, and the
shower is outside in the cockpit.
The sole is unfinished teak, the ceiling
is varnished Alaskan cedar and the rest of
the interior is finished off in classic Her-
reshoff style: white with mahogany trim.
The interior was Awlgripped throughout in
flattened Matterhorn White. The woodwork
came courtesy of Sledge’s father-in-law,
Jack Perry, who passed away in January.
Thomas paid $325,000 for Last Call and
is proud that all the work was done by
Mainers. “I tell people I could have paid
half for the boat, but I would have had half
the boat,” he says. He is thrilled with the
final result. “It turned out even nicer than I
had envisioned.”
HYLAN & BROWN
Hylan & Brown’s most recent launch,
Scout, sits on a mooring in the Benjamin
River. The Coastal Commuter 43 is a ply-
wood-hulled Reuel Parker design.
The client who commissioned Scout, Erik
deBoer of Key West, previously owned a
similar 36-foot Parker design, Magic, which
he used to explore the Everglades. When
Magic was destroyed in a hurricane deBoer
went back to Parker for a larger version.
Like Magic, Scout was inspired by 1920s
commuter boats. She has a 16-inch, engine-
up draft for exploring shallow waters.
AUGUST 2020 43

When Parker opted out of building the
boat, deBoer did a lot of research, talked to
a lot of builders and after looking at other
Hylan & Brown-built boats hired Hylan &
Brown in Brooklin to build Scout.
Over two decades, Hylan & Brown has
developed a well-earned reputation for
high-quality work and a steady flow of in-
teresting boats. Doug Hylan started the
yard in 1999; Ellery Brown joined in 2007
and became a partner in 2012. Brown runs
the yard while Hylan turns out custom de-
signs and supplies the shop with detailed
construction drawings for new builds and
restorations. Nine employees occupy them-
selves with building, servicing and refits.
For Scout, Hylan created plans and a 3-D
CAD model to speed up construction, but a
lot of details were worked out with Brown,
foreman Matt Elwell and deBoer using card-
board mock-ups.
Built out of plywood—not common for a
43-foot boat—Brown used modern materi-
als and techniques to complete the build.
With a hull that is very flat at the stern,
a beam of just 10 feet, 5 inches and twin
200-hp outboards, Brown says Scout easily
gets up on a plane. Even though she is not
designed for serious speed in heavy seas,
Brown was pleased to see she provided
a nice ride during a test run in a two-foot
chop on Eggemoggin Reach.
According to Brown, the build process
was simple, but the systems were not. Be-
cause deBoer plans to use the boat during
Florida’s summer season and doesn’t like
noise, he wanted to be able to run the air
conditioning all night without running the
Westerbeke generator.
To power the air conditioning, Scout has
15 Firefly carbon foam batteries that can be
recharged from the outboards or the genera-
tor. There are no solar panels. Each outboard
puts out 50 amps and the generator produces
another 200 amps. An electrical consultant
was brought in to design the system.
The dinghy was another challenge. Be-
cause of the outboards, Hylan custom de-
signed the davits, giving the boat an even
more distinctive look.
Using three to four employees it took 18
ALISON LANGLEY
Left: Besides a new finish, Dame, a 1961
Concordia Yawl, got an extensive electrical
and hardware update at Artisan Boatworks.
Thomas is proud
all the work was
done by Mainers.
‘I tell people I
could have paid
half for the boat.
But then I would
have had half the
boat.’
months to finish Scout. “There were a lot of
owner visits,” Brown says, “but we have a
happy customer.”
ARTISAN BOATWORKS
Alec Brainerd started Artisan Boatworks in
2002 on a landlocked lot next to his house
in Rockport, Maine, with one employee,
fixing one boat at a time. A sailor at heart,
over the past two decades, Brainerd has
managed to carve out a niche for his 10-
man operation, building, restoring and
servicing mostly classic boats.
Two enormous sheds house an impres-
sive collection of predominantly wooden
classic sailboats. There are some stunning
powerboats in the mix as well, including
Vim, the 1957 Newbert & Wallace wooden
lobster boat Artisan Boatworks restored to
great acclaim in 2014.
In another boatshed, a 28-foot Camden
Class Knockabout is getting a coat of varnish.
A client built the cold-molded hull to the 1915
B.B. Crowninshield design, but after making
no progress on it for a decade, he contracted
with Artisan Boatworks to finish it.
Only four Camden Class Knockabouts
were initially built. Bruce Malone, another
Rockport builder, had one of the original
1915 boats sitting in his yard, but it was basi-
cally compost. Brainerd is using that boat’s
original hardware for the new Knockabout.
For the rig, he is repurposing the spars
from a Dark Harbor 17 ½, a slightly shorter,
but very similar Crowninshield design. The
mast got a new section spliced into it to
replace rot. The yard is also tweaking the
shape of the laminated hull. The plan is to
launch the boat in time for this summer’s
Camden Classics Cup.
Artisan Boatworks’ most recently complet-
ed refit project is Dame, a 1961 Concordia
Yawl with an all-varnished hull. Purchased
last fall by an owner who moved up from a
Buzzards Bay 18 Brainerd had previously
constructed for him, Artisan Boatworks per-
formed an extensive refit on the 40-footer.
It included new hardware, electronics, fin-
ish, head and a furler. The furler allows the
owner to cruise one or two handed and can
be removed for racing.
Artisan’s crew eliminated the side ex-
haust ports and moved them aft. They also
added a massive amount of new bronze fit-
tings, including an all-bronze traveler with
Harken ball bearings, a new outhaul fitting
for the staysail, about $10,000 worth of
bronze winches, plus custom bronze foun-
dations for the new autopilot, transducer,
B&G electronics and a larger radar unit.
Dyneema lifelines were added and wir-
ing for the GPS was run inside the deck
beams. “That’s kind of a specialty of ours,”
Brainerd says about the modernization of
the classic. “The boat was sound, but we
did a lot of upgrades and updating.”
PADEBCO CUSTOM BOATS
It was the smell of resin that brought Leon
MacCorkle to boatbuilding. At 12 years old
he was riding his bicycle in his native New
Hampshire when he recognized the distinct
odor and followed it to JC Boats. Mesmer-
ized by the boatbuilding process, he re-
turned to the yard so often that the owner
hired him to sweep the floors.
Young and small, MacCorkle was perfect-
ly sized for bilge work. He literally spent
his high school years learning the boat-
building trade from the inside of a boat.
Stints as a house framer, finish carpenter
and EMT/firefighter followed, but none of
those jobs matched his passion for boat-
building. He owned so many boats that he
told his wife, Sara, it would be cheaper to
launch them if they owned a boatyard.
So, in 2013, the MacCorkles purchased
Padebco Custom Boats from boatbuilder
Bruce Cunningham in Round Pond, Maine.
Cunningham started building wooden
lobsterboats in the 1960s, including de-
signs by Jarvis Newman, but in the early
1980s, he drew a 21-foot Downeast-style boat.
AUGUST 2020 45
46 SOUNDINGS
 Left: The Padebco 23 is the boatbuilder’s
most popular model. Right: Six River
Marine recently launched a 17-1/2-foot
version of its West Pointer interpretation.

He had the hulls constructed at a fiberglass

shop and finished them out at his Round
Pond shop. Early models had inboards, but
by the time a 1998 fire destroyed all the hull
and deck molds, most of the first 60 21-footers
had been finished with two-stroke outboards.
Undeterred by the loss of the molds, he
created new ones and started building the
hulls and decks in Round Pond. He also
added a 2-foot stern extension to handle
the extra weight of the increasingly popu-
lar four-stroke engines. Now a 23-footer,
the extension increased speed to plane, al-
lowed the closing of the transom and made
room for a rear bench seat. Eventually, he
designed and built four models in seven
lengths between 17 and 32 feet. Power came
from inboards, outboards, jet drives or I/Os.
The MacCorkles continue building all the
models. To date, more than 160 Padebcos
have been built. About 80 percent of those
are the 21- and 23-foot models. They recent-
ly launched a 23 with a 150-hp Yamaha,
which sells fully loaded for about $115,000.
Since taking over the yard seven years boatyards, including a stint with renowned One was a 19-½-foot model with wrap-
ago, the MacCorkles have expanded the wooden boat builder Peter Kass in South around seats that now serves as a launch
business. They quickly added a large heat- Bristol, Maine. in Wisconsin. Another was an 18-½-footer
ed shed to expand their winter storage, For two years, Conrad and Miller ran a for Miller’s father.
service and refit capacity. mobile marine operation out of Conrad’s When a customer recently expressed a
The yard is ABYC-certified and now van, fixing people’s wooden boats on site, desire for a smaller Six River Marine West
services more than 130 power and sail- but in 1997 they converted a chicken coop Pointer for use on a lake, Miller carved an-
boats. Current refit projects include a 1973 in the woods of North Yarmouth into a other half hull.
Wasque 32, a Padebco 27 and the first 15,000-square-foot boat shop. The client wanted a more traditional
Padebco 23 hull. One of the first boats they finished in their build, so the shortened version was strip
Leon oversees operations and a six- new shop was a 1926 38-foot Lawley cruis- planked in eastern white cedar. The keel,
man crew at Padebco’s two Round Pond er, Chautauqua, that they’d started restor- frames and steam-bent ribs are all white
yards, but he makes no bones about who ing inside a sheetrock distribution plant in oak, the stringers and sheer clamp are
is in charge. Sara, who has an MBA with a South Portland. They rebuilt her over three Alaskan yellow cedar and the sole is Doug-
minor in marketing, serves as president. winters while the owners continued to use las fir. The brightwork is all Honduran ma-
“Without her,” he says, “this whole gig the boat in the summers. The boat went on hogany, cut out of one enormous board.
doesn’t run. to win best powerboat awards at the Boston The deck is plywood, covered in Dynel.
and Mystic antique and classic boat shows The boat’s colors were picked by what was
SIX RIVER MARINE and other work poured in. referred to as “the committee,” consisting
PIM VAN HEMMEN (LEFT); CHIP MILLER (RIGHT)

Massachusetts natives Chip Miller and
Scott Conrad met in 1981 while working
summers in a salmon processing plant in
Homer, Alaska, and became fast friends.
The two men went their separate ways
but stayed in close touch and eventually
returned to the East Coast. Conrad had be-
come a fine furniture builder and Miller a
boatbuilder. In the 1980s, Miller attend-
ed the boatbuilding apprenticeship pro-
gram at Maine Maritime Museum located
in Bath. Afterward, he worked at various
One of the designs the men keep return-
ing to is Miller’s version of the West Point-
er 18. While apprenticing in Bath in the
1980s, Miller approached designer Alton
Wallace and asked him for permission
to take some basic measurements off the
boat. Miller increased the freeboard, the
beam and length and reduced the flare. He
then carved a half hull and built a plank-
on-frame version with another apprentice.
Conrad and Miller have built vari-
ous cold-molded versions of the design.
of the clients, their sons and friends. “The
husband wanted a workboat, but they kept
adding varnish,” Miller says with a laugh.
The final result is stunning. “It was a
fun project,” Miller says about the skiff,
which is powered by a 60-hp Yamaha and
won the best new construction powerboat
in the professional category at the Mystic
Wooden Boat Show.
“We like doing this kind of work,” he
says. “It’s fun working with somebody who
has the passion.”

AUGUST 2020 47
48 SOUNDINGS
AN ITALIAN
ON THE BAY
After an extensive restoration, this Venetian water taxi
graces the Chesapeake with her classic beauty
Story By Carly Sisson | Photography By Pamela Cowart-Rickman
 Outside of James Bond movies, David Snediker had
never before seen a Venetian water taxi. The boats
are practically nonexistent on America’s waterways,
having been built for Italian canals.
Intermezzo was purchased in Venice, Italy, as a
functional water taxi by a woman who kept the boat
in Sag Harbor, New York, for a few years. But classic
wooden boats are demanding vessels, so it wasn’t
long before the elegant craft required serious main-
tenance. In 2007, she ended up at Snediker’s boat-
building shop in Pawcatuck, Connecticut, Snediker
Yacht Restoration.
Left: Joe Robillard is “The owner had nursed it along for a number of
a collector of classic years and then found us to do some minor repair
boats. Intermezzo is work to keep the boat afloat,” says Snediker. “But it
an elegant addition was apparent at that point that the boat was going
to his fleet. to require more work than she was really willing to
put into it.” Intermezzo was ready for a new home,
but as a wooden boat, she wasn’t an easy project
for just anybody to take on. Luckily, he had just the
right client.
Like Snediker, Joe Robillard had never seen a
Venetian water taxi before Intermezzo (though he
has since learned of a few others in the U.S.), but
when he saw the photos, he knew she deserved to be
saved. “It was not something I was looking for, but
there was only one person crazy enough in the world
to restore it,” he says.
Robillard has been sailing since he was a little kid
and has owned a boat since before he graduated
college. He also began restoring boats when he was
an undergrad, doing all the work himself when he
was younger. Now, most of his restoration projects
are done by boat shops. Although he has made a
career on Wall Street, boating and restoring old
boats remain his primary passions, and he owns at
least a dozen classic boats. Over the past 20 years, he
has worked with Snediker on a number of projects,
including the 78-foot Herreshoff sloop they are cur-
rently restoring. When Snediker introduced Robillard
to Intermezzo, he responded with a now-famous line:
“I need more varnish in my life.”
Intermezzo was built in 1961 by an Italian boat-
builder called Chia. Besides this fact, however, little
is known about her origins. “It seems that wooden
boats are not valued there in the same way they are
here in terms of there being a revival,” Snediker
says. “It seems that they were just considered work-
boats and there wasn’t a lot of history behind them.”
Though he couldn’t find any publications about her
construction, Snediker believes she was built on
Murano, the more industrial island opposite Venice,
and that she originally transported people from the
Santa Lucia train station to the Venice city center.
If wooden boats are not as revered in Italy as they
are in America, it is certainly not for lack of crafts-
manship. Intermezzo is entirely hand-constructed
using a traditional double-planking method. The
inner layer is laid on the diagonal from the rail to the
chine, and the outer layer is applied on her topsides,
which makes for a very light and waterproof hull.
Between those two layers is another layer of linen
fabric that Snediker guesses is set in either paint or
white lead.
“The people that built her did an incredible job in
terms of the quality of construction and the quality of
materials. It’s absolutely stunning,” says Snediker.
Intermezzo’s planking is also book-meshed from
side to side, meaning the builder selected pieces of
wood that were twice as thick as needed to make two
planks. Each piece was placed in the same position
on opposite sides of the boat, “a hallmark of really
fine construction,” Snediker says. All of the wood is
ribbon-stripe, instrument-quality African mahogany.
Snediker and Robillard embarked on the major res-
toration project over winter 2010/2011. The boat was
still equipped with her original propulsion, an old
Volvo gasoline engine that was very loud and very
hot. The plan was to replace it, and this led them
down a path of even more repairs. “Once we had the
engine, propeller shaft and running gear out, we re-
alized that the bottom of the boat was in pretty rough
shape,” Robillard says. “We didn’t want to bolt a
brand-new powertrain onto that questionable struc-
ture.” Instead, they flipped the boat over and pulled
the entire bottom off to replace it.
“We put in a new keel and put a new bottom on
the boat utilizing the same construction method,
but instead of bedding two layers in cloth and paint,
we epoxied the two layers together,” Snediker says.
“We took advantage of modern technology to make
it stronger.”
AUGUST 2020 51
Top: Intermezzo is Because Robillard wanted to use the boat in Mary-
29’6” LOA with a land, where it gets steamy in the summer, and put her
7’6” beam and 3’ on a lift so that he can take her out of the water when
draft. She weighs he isn’t using her, Snediker had to implement another
approximately modern technique to help the boat hold up to the wet-
3,200 pounds. dry cycling. He wrapped the chine in fiberglass to ensure
it was structurally sound and waterproof, and then he
covered the fiberglass in a layer of outer planking to
maintain her traditional appearance.
Intermezzo was then fitted with a new 6.2-liter Mer-
Cruiser V-8, which provides the 30-foot boat with a top
end speed of 33 knots–a significant uptick from what
she could achieve with her original engine. The boat had
originally been extremely loud, as the cockpit is right on
top of the engine, but they added insulation and built
enclosures to dampen the sound. She also got a new
transmission, shaft and prop, and they installed air con-
ditioning in the aft cabin.
Despite all of the structural improvements, one of Rob-
illard’s favorite outcomes of the restoration is purely su-
perficial. “We discovered during the restoration that the
side windows in the passenger cabin were constructed
in such a way that allowed them to be rolled down like
automotive windows,” he says. All that was missing was
the mechanism to move them, which led Snediker and
Robillard to believe that the adjustable windows were
an option from Chia. So, they installed the motors and
switches. “People just love when you hit the little button
52 SOUNDINGS
and the window goes down,” Robillard says. The win-
dows fit perfectly with the armchairs upholstered in red
leatherette and white piping.
Today, Robillard keeps Intermezzo on a lift in his boat-
house in Oxford, Maryland. She has a deep-V entry that
flattens out pretty fast, so she does well in a chop and
performs almost like a displacement hull at low speeds.
Robillard doesn’t take her into open water, though. In-
stead, he uses her for cocktail cruises through the creeks
and rivers on the Eastern Shore of the Chesapeake,
where she commands the spotlight.
“It really is one of those boats that everyone looks
at when you go through town,” he says. “It’s just mes-
merizing with the sun on the varnish and the curves.”
That’s what drew him to Intermezzo in the first place—
her beauty and overall harmony of design. Now, she is
an important fixture in his fleet, and he intends to keep
her forever.
Intermezzo may have originated as a workboat, but
she has earned a happy retirement where her craftsman-
ship can be admired. Though a rare sight on the Bay,
this Venetian water taxi contributes an element of high
design to the waterway that is impossible to replicate.
“The thing about Italian design, whether it’s Ferrari
or Prada, is that is has that snap,” Robillard says. “Ev-
eryone tries to make a beautiful boat, but not everyone
succeeds. This one is one of those beautiful pieces of art
that got it just right.”
Clockwise from
lower left: John
Noonan, John
Bricker, Pat
Rooney, Andrew
Favata, Jim
Disciullo and
Ben Roberts
W R ECK
HUNTERS
HOW A GROUP OF DIVERS FROM NEW YORK FOUND THE FINAL
RESTING PLACE OF THE SAILING PACKET ADRIATIC
STORY BY BILL BLEYER | PHOTOGRAPHY BY AUDREY TIERNAN
T
he Storm Petrel motored from Shinnecock Inlet out
to a location 30 miles south of New York’s Mon-
tauk Point, reaching a stretch of water Capt. John
Noonan had learned about a dozen years earlier.
When the anchor was set, the first pair of divers donned dry
suits and rebreathers and descended 220 feet to the bottom of
the Atlantic Ocean. The group’s goal on September 22, 2016,
was to explore an unidentified shipwreck.
Andrew Favata and John Bricker spent a half hour look-
ing around on the bottom, where the water temperature
was 40 degrees and the visibility negligible. Fishing nets
engulfed the remnants of the ship, making it difficult to
even make out its shape. “It looked like a rock pile,” Favata
says. As they began their two-hour ascent along the anchor
line for decompression, they felt the whole exercise was
a waste of time. When they resurfaced, Favata says, “we
gave it two thumbs down.” They told the rest of the crew
that they should go somewhere else to dive.
But since they were there, Noonan and the fourth diver
on the boat, Jim DiSciullo, decided to go down and take
a look. When they reached the bottom, DiSciullo says, “I
swam 15 feet and saw an ink bottle laying there.” It was one
of multiple bottles they found on that first dive.
At the time, the men didn’t realize they had taken the
first steps toward solving a mystery that dated back to
the closing days of the Civil War. It took four more dives
over the next two years and then two more years of re-
search before they realized they had found the final rest-
ing place of the sailing packet Adriatic. It was the largest
and most valuable of 33 prizes captured by the commerce
raider CSS Tallahassee in August 1864 in the last raid by a
Confederate warship into northern waters before the end of
the war. And the team isn’t finished yet. They plan to revisit
the site this diving season in search of more artifacts that will
conclusively prove that the wreck they located is the Adriatic.
ORIGINS OF DISCOVERY
“Finding the wreck of Adriatic is an amazing discovery,”
said Harrison Hunt, co-author of Long Island and the Civil
War. “It highlights how close the Civil War came to home.”
Historians had a general idea of where the Adriatic had
sunk after the Confederates set it on fire. And fishing boat
captains had recorded the coordinates of an unknown
wreck after their nets repeatedly snagged on it. Noonan of
Hampton Bays, New York, started the process of discovery
and identification when he bought a boat from one of those
commercial captains.
“In the early 2000s I met a guy in a marina at Shin-
necock, a 70-year-old fisherman whose boat I had admired
for years,” says Noonan. “We became friends and went out
fishing together.” In 2003, the captain told Noonan he was
moving away and asked if he wanted to buy his 32-foot
Pickerell. He did, and re-christened it Storm Petrel. “It came
with a list of [fishing net-snagging] hang numbers to differ-
ent wrecks that he had compiled over the years,” Noonan
says. “There was one particular set of numbers that seemed
interesting, so I went out to the wreck in 2004 and spent
about 30 minutes ‘mowing the lawn’ trying to find it. Soon,
the structure began rising on the sonar screen.”
At that point, Noonan began in earnest to examine the
layout of the bottom structure using sonar and GPS. There
appeared to be approximately 8 feet of relief and well over
AUGUST 2020 55
56 SOUNDINGS
 Clockwise from top: 100 feet of length to the unknown object. “I imme-
Noonan, at the helm of diately began to wonder what lay on the ocean floor
his 31-foot BHM Storm approximately 220 feet below the boat,” says Noonan.
Petrel, began his “At the time I wasn’t a certified diver, so the next year
search for the ship- I got certified and worked up to the point where I
wreck in 2003 after a could do a deep dive.”
local fisherman
By September 2016 he had gained the necessary experi-
gave him a tip; a map
shows where the ence to help him explore the site. Noonan had sold his
wreck was found; a first Storm Petrel three years earlier and bought a 31-foot
diver descends 220 BHM built in 1980. The seller had stripped the boat to
feet to the bottom of undertake a complete makeover that never happened.
the Atlantic. “This was the perfect situation because it allowed me to
customize the boat to suit my needs,” Noonan says. He
had the boat rebuilt out of state, a decision he came to re-
gret because the work was never done on time or properly.
Noonan brought it back to Long Island and hired an expe-
rienced repair man. The boat was outfitted specifically for
diving and renamed Storm Petrel.
BUILDING THE TEAM
With the new boat in functional shape, Noonan gath-
ered a team of experienced divers for exploring the
shipwreck. There were six men, although not all of
them were on every dive. The divers, all but one from
Long Island, New York, all worked as mates on com-
mercial dive boats and met on dive trips. Between
them they have 183 years of dive experience.
Noonan, 47, grew up on the east end of Long Island
and spent much of his youth fishing, boating with
his family and snorkeling around Shinnecock Inlet.
After getting certified in 2005, he began wreck diving
and crewing part-time on dive charter boats on Long
Island. He obtained a Coast Guard captain’s license in
2008. His diving explorations have taken him to the
Philippines, the Seychelles and Scotland.
Ben Roberts, 37, became a certified diver at age
15 after scaring his parents by building his own
scuba rig and submerging in Lake Tahoe. He com-
pleted technical diver training in 2008 after moving
to New York City to begin a career in corporate fi-
nance and investments. Soon after, he began crew-
ing on dive boats. He became increasingly focused
on shipwreck hunting, assembling a database of
60,000 underwater obstructions, acquiring a boat
and sonar imaging system, and founding Eastern
Search & Survey, a provider of diving services. A
resident of Amagansett on Long Island’s east end,
he has participated in many dive expeditions in
the 200- to 300-foot depth range, including USS
Monitor, World War II Japanese vessels in Thailand,
and many historic wrecks along the U.S. Eastern Sea-
board. He has also worked as a commercial diver.
John Bricker from Bay Shore has been diving the
waters off Long Island since 1983. A decade later he
began working on local dive boats, eventually obtain-
ing his 100-ton master’s license in 2001. The 53-year-
old’s diving experience includes time spent in the wa-
ters of the Philippines, and he has visited more than
100 wrecks, including the Andrea Doria.
Patrick Rooney, 57, started working at age 13 on fish-
ing boats, which sparked his interest in diving. He was
certified at 15 and has been a member of many deep
diving expeditions, including those that located the
submarines U-869 off the coast of New Jersey in 1991
and USS Spikefish, sunk as a target off Long Island in
1964. This tile setter from Copiague earned his 100-ton
captain’s license in 2011.
Brooklyn-born Andrew Favata, 52, is Noonan’s re-
breather instructor and an elevator constructor from
Bethpage. He made his first dive in 1982. After three
years as a paratrooper in the 82nd Airborne Division,
he got married and settled in Brooklyn. He began
working on dive boats in 2007 and earned his 100-ton
master’s license in 2014. The wrecks he has explored
include USS Spikefish.
Jim DiSciullo, 45, began diving in Long Island
Sound in 1995. He has worked as a commercial
diver and crewed on several dive boats. A firefighter
from the Crestwood neighborhood in Yonkers, just
north of New York City, he is currently a captain on
M/V Tempest out of Freeport. His dive travels have
taken him from Scotland’s Shetland Islands to Truk
Lagoon in the Pacific.
Because the wreck was deep, the dive team used
rebreathers and inhaled a special breathing mixture
that replaced much of the nitrogen in air with he-
lium. Nitrogen becomes toxic at the higher pressure
of a deeper dive, so the helium-heavy mix helped pre-
vent decompression sickness, commonly called “the
bends.” The rebreathers added oxygen periodically
so they could reuse the mixture instead of exhaling it
into the water, making longer dives feasible.
The men discovered that diving on Adriatic was dif-
ficult, even with the aid of bright lights and electric
scooters. “Murky water from the silty ocean floor,
total darkness due to the depth, entanglement haz-
ards from derelict nets, lengthy decompressions and
curious sharks made for challenging conditions,” said
Noonan. “But it was worth the effort once we saw the
mid-19th century cargo and realized the site had his-
torical value.”
Over time, the divers found stoneware ink bottles,
rolls of zinc and iron railroad rails, and even lead in-
gots with the name of the manufacturer emblazoned
on them. About a dozen of the artifacts—mostly ink
bottles of different sizes but also a lead ingot and a
piece of a broken Oriental china bowl—were brought
up as keepsakes and to aid in the identification of the
ship. Roberts made a side-scan sonar sweep of the
wreck on June 19, 2019, to help in the identification of
the site. After diving on what they thought might be
the Adriatic, the divers began to research the history
of that ship and the Tallahassee.
STORY OF THE ADRIATIC
In August 1864, the Union blockade had closed off all
but two Confederate ports and the South was starving.
Tallahassee’s skipper was Commander John Taylor
Wood, a nephew of Confederate President Jefferson
Davis. He joined the U.S. Navy at 16 and fought in the
Mexican War. He was a gunnery officer aboard the
ironclad CSS Virginia and fired the first shot during
AUGUST 2020 57
58 SOUNDINGS
Right: The 181-foot Adriatic was the
largest prize captured by the commerce
raider CSS Tallahassee in August 1864.
Left: One of multiple stoneware ink
bottles found near the wreck site
that ship’s 1862 battle with the Union
ironclad USS Monitor.
Wood had watched the blockade run-
ners coming and going at Wilmington,
North Carolina, the only port other than
Charleston still open in the South. In
1898, he wrote, “I had long been on the
lookout for a suitable one which would
answer for a cruiser [raider], and fi-
nally selected Atalanta, an iron twin-
screw of 700 tons gross, and 200 feet
long. She had been built at Millwall,
below London, and was a first-class,
well-constructed vessel, and fast, mak-
ing fourteen and a quarter knots on her
trial trip.” The ship was equipped with
three large cannons. After its conversion
to commerce raider, barely clearing the
sandbar at the mouth of the Cape Fear
River after multiple attempts and eluding
several screens of Union blockade ships,
Tallahassee headed north uneventfully
for several days. Its first prize was cap-
tured off New Jersey, followed by more
off New York Harbor and Long Island.
On August 12, Tallahassee encountered
the 181-foot Adriatic carrying 190 pas-
sengers and crew. In a story published in
Century, Wood described the capture.
“The passengers were nearly all Ger-
mans, and when told that their ship was
to be burned were terribly alarmed; and
it was sometime before they could com-
prehend that we did not intend to burn
them also. Three hours were occupied in
transferring them and their effects with
our boats. After all was safely on board
the Suliote, the Adriatic was fired; and
as night came on the burning ship illu-
mined the waters for miles.”
Tallahassee’s daring 19-day cruise
north took it as far as Halifax, Nova Sco-
tia, before running the Union blockade
again to get back into Wilmington. Wood
was promoted to the rank of captain and
served on Davis’s staff for the rest of the
war. Tallahassee was renamed CSS Olus-
tee and with a different captain captured
six Union vessels in 1864.
Because the divers hadn’t found an ar-
tifact to definitively identify the wreck as
Adriatic, they continued their research.
Roberts made two visits over two years
to the National Archives in College Park,
Maryland. Finally, he found what Bricker
described as “the silver bullet,” damage
claim records detailing Adriatic’s cargo
filed in 1864 and published in 1872 as part
of the famous CSS Alabama court case
in which ship owners sought compensa-
tion for cargoes destroyed by Confeder-
ate raiders. In the Alabama documents,
Roberts found a couple of “smoking
guns,” including a merchant’s invoice for
ink bottles found on the wreck.
The divers are planning to revisit the
wreck this summer, and they have sever-
al goals. Among them is to search for an
artifact bearing the ship’s name, such as
a bell, capstan cover or builder’s plaque,
to conclusively identify the wreck. The
men also plan to further explore the
bow area. “We haven’t spent much time
there,” Roberts says. “We have found
partially buried anchor chains in the
side-scan surveys but have not yet traced
them back to the windlasses. If time al-
lows, they’ll also do a partial excavation
with scooters of the stern area. “The out-
lines of the hull in this area are visible in
some of the side-scan images but were
not initially apparent to us underwater,”
Roberts says. “In particular, it would be
interesting to find the remnants of the
steering gear and maybe even the helm
and ship’s compass or binnacle. Bells
were sometimes mounted near the helm
on packet ships, too.”
There are many reasons for the team to
revisit the Adriatic, Bricker says. “It still
has a story to tell.”
AUGUST 2020 59
 Left to right:
C. Raymond Hunt;
Moppie, one of a num-
PHOTO CREDIT

ber of deep-V hulls Hunt

designed for Richard
Bertram; a Grady-White
Canyon 456 with Hunt
DNA in its hull

60 SOUNDINGS
 THE DEAN OF
DEADRISE Naval architect C. Raymond Hunt’s innovative
thinking continues to influence boat design
By Gary Reich

A
t one time, making a journey in a
powerboat was generally an un-
pleasant, slow one—especially when
the wind piped up. As marine engines grew
exponentially more powerful during the
1940s and ’50s, powerboat hulls were not
able to fully utilize the increased power.
And, if you wanted to go fast in nasty condi-
tions? Fuhgeddaboudit.
Then Charles Raymond ‘Ray’ Hunt, a
native New Englander, came along with a Perhaps one of the most influential naval
tinkerer’s mind and a keen understanding of architects of our time, Hunt is credited not only
the way boats move through water. The mid- with creating the deep-V hull but also with
century powerboat prototypes he developed designing dozens of power and sailboat hulls
led to the creation of the deep-V hull, which and conceiving numerous marine technologies
allowed powerboats to perform well at speed that were revolutionary. His efforts continue to
and in less-than-ideal conditions. That hull is impact the world of boat design today, as new
widely recognized as one of the most important models coming to market showcase some of
innovations in boat design history. Hunt’s best ideas.

FORMATIVE YEARS
Above: One of Ray Charles Raymond ‘Ray’ Hunt was born in 1908 in
Hunt’s early sail- Duxbury, Massachusetts. A sharp sailor throughout
boat designs was his youth, Hunt in 1923 stormed the boating scene
the Concordia Yawl. by winning the prestigious Sears Cup in Marblehead
Harbor at only 15 years of age. It was the first of two
times he’d take home the celebrated trophy.
“Ray was a highly respected helmsman and sailor
throughout his life,” says Winn Willard, who is the
president of Ray Hunt Design in New Bedford, Mas-
sachusetts, where he has worked since starting as a
draftsman in 1970.
This passion for sailing led to Hunt’s many famous
sailboat designs. His portfolio included the Inter-
national 110, 210, 310, 410, 510 and 1010—a series of
sleek, one-design, double-ended racers, hundreds
of which were built over the years with many still
racing. There was also Hunt’s 12 Meter, Easterner,
Olympic gold medal winner 5.5 Meter, Minotaur, and
many others.
Hunt’s sailboat opus, however, was the Concordia
62 SOUNDINGS
Yawl, a gorgeous, fast and seaworthy passagemaking
sailboat that has won innumerable racing trophies
over the years, including many Bermuda races. Hunt
joined the storied Concordia Company and Waldo
Howland in 1932, when he was only 24, and the yawl
hit the scene in 1938. There were 103 of these boats
built, 102 of which reportedly are still sailing.
In the ’40s, as World War II raged across the globe,
Hunt served in the Coast Guard. “Hunt’s time in the
Coast Guard was a formative period in his design
work,” Willard says. “This was around the time when
he started messing around with powerboat design,
which ultimately led to the development of the deep-V
hull he is famous for.”
The first of many deep-V prototypes came out in
1946. The Huntform 37, which in many ways resem-
bled a lobster boat hull, was the first. Next came the
50-foot-long Sea Blitz, which was designed and built
in 1949 and powered by a 1,500-hp Packard engine.
In 1957, about 11 years after Sea Blitz took to the
water, Hunt worked with Dick Fisher and Bob Pierce
to conceive the Boston Whaler 13. “Fisher wanted
to build a super-stable boat using foam coring and
fiberglass,” Willard says. The 13-footer they developed
was based on the Hickman Sea Sled, which had an
inverted-V hull. Hunt proposed adding a hull in the
middle, which led to the cathedral hull Whaler used
for decades to come.
Hunt’s 12-Meter design, Easterner, took to the water
in 1958, and she was raced in the America’s Cup de-
fender trials in 1958, 1962 and 1964. But Hunt was still
toying around with powerboat prototypes. “He’d been
fooling around with water ballast in some of those
prototype powerboats, among other things, but what
he eventually came up with was a 23-foot, deep-V
powerboat with a 24-degree deadrise,” Willard says.
The boat was used as a tender for Easterner and
caught the eye of famed boatbuilder Dick Bertram
during the America’s Cup in Newport, Rhode Island.
It was a snotty day, and Hunt’s powerboat easily
sliced through the steep chop at speed, leaving most
onlookers with their mouths agape. “Powerboats did
not behave well at speed in bad weather those days,”
Willard says, “so it was really quite extraordinary for
this boat to perform the way it did.”
Hunt took Bertram on a demo ride the next day,
and Bertram almost immediately asked him to
design a 31-foot version he could use in Florida.
The result was Moppie, a 31-foot, deep-V powerboat
with a full-length, V-shaped hull and a 24-degree
transom deadrise.
The boat would win the 160-mile 1960 Miami-Nas-
sau Race, which took place in what was described as
the roughest conditions in its history. Bertram drove
Moppie to the lead, and by the time the crew arrived
in Nassau, the boat had beat the previous record-hold-
er by four minutes. Most of the entrants finished the
next day. Bertram quickly set to work on a production
model based on Moppie’s hull.
“The hull was used as a plug for the first fiberglass
Bertram,” Willard says. And with that, the Bertram
31—one of the most iconic powerboats ever built—was
born. It was 1960.
Just after the first Moppie was built, in 1961, Hunt
formed C. Raymond Hunt Associates in Boston, Mas-
sachusetts, with business partner John Deknatel, who
today is the chairman of the current design firm, Ray
Hunt Design. “Hunt spent a lot of time trying to secure
patents for the deep-V hull around that time,” Willard
says, “but a technicality meant the patent was not
granted, and other designers soon started copying the
deep-V design.”
THE LEGACY LIVES ON
Willard was a young draftsman at C. Raymond Hunt
Associates when he first met Hunt in 1970. “Hunt lived
on a farm up in New Hampshire,” Willard says. “Ray
was an insufferable tinkerer. He was always messing
around with something trying to make it better. Any-
way, one day he drives up in his Lincoln with his dog,
a water spaniel, and then comes in the office. I wasn’t
sure if the smell was from Ray or his dog. He was defi-
nitely an eccentric guy—a mad scientist of sorts.
“He came up to my drafting table, which had a freshly
drawn design on it, and dumped this paper sack full of
crap on my drawing,” Willard says. “Before I know it
there are sticks, leaves and seed pods on my table, and Above: The Hunt
Ray’s explaining to me how we should design rudders Ocean 63 was
a certain way or how sail battens fit inside sails—all designed by Ray
based on shapes found in nature. That was Ray, in a Hunt Design.
nutshell—always thinking and tinkering.”
Despite the eccentricity, Willard admired Hunt for his
ability to think outside the box. “He was fearless when
it came to pitching new ideas,” he says. “His solutions
to ordinary problems were not ordinary solutions. Ray
was totally unencumbered in his thinking—nothing
would embarrass him. He would propose the most
outrageous solutions that most designers would never
consider. In a way, that’s what made him such an in-
novative designer.”
Hunt passed away in 1978 at age 70. “He smoked
a lot and was a drinker, as many people were in his
days,” Willard says. “He didn’t take very good care of
himself. His body just gave up.”
That same year, The Pilots’ Association for the Bay
and River Delaware approached the firm to design a
fast pilot boat with a deep-V hull. “The pilots were
looking for a boat that could travel very quickly from
shore in any weather and then meet up with the larger
vessels for the pilot transfer.” Today, pilot boats and
commercial vessels make up a significant portion of the
work the firm does.
Twenty years later, the firm got into the boatbuilding
business. “We’d acquired a number of different hull
molds from our clients over the years, so we decided to
use a 33-foot design that we had the mold for,” Willard
says. “We built the first Hunt 33 hull and immedi-
AUGUST 2020 63
 Top: A 96-foot had three orders. That was the beginning of Hunt Yachts;
motoryacht we were in the boatbuilding business.”
concept by Ray Hunt Yachts built many successful and smart-looking
Hunt Design boats over the next 15 years—everything from large,
Below: Ray Hunt offshore motoryachts, to smaller, sharp-looking day-
Design chairman boats and center consoles. Hunt Yachts was acquired by
John Deknatel (l)
Hinckley Yachts in 2013.
and president
Winn Willard (r) The Ray Hunt Design offices today are located in
New Bedford, Massachusetts. The firm has served a
vibrant and varied client list including Grady-White,
Southport Boats, Regal Boats, Cruisers Yachts, Four
Winns, Camper & Nicholsons, Hunt Yachts and Hinck-
ley. “We’ve got a lot of designs out on the water, and
64 SOUNDINGS
our commercial-based business is pretty robust at the
moment,” Willard says.
“All of these boats use a variation of the deep-V hull
that Hunt pioneered in the ’40s,” Willard says, “and we
continue to tweak and improve the deep-V with every
boat we design.”
A current trend the firm is trying to address is why
large motoryacht builders (boats between about 85 to
150 feet LOA) have all but disappeared in the United
States. “Much of that business has gone to Europe and
Asia,” Willard says. “We have brokers with clients who
want an American motoryacht with classic lines who
are buying old boats and fixing them up versus buying a
new boat. Speed is also an issue. Owners want to cruise
around 16 knots, and a lot of the round-bilged boats
from foreign builders simply can’t do that.”
So, recently, the firm showed off three traditionally
styled motoryacht designs ranging between 85 and 140
feet that they hope will provide some inspiration for an
American client or builder. “We thought about this a
lot and decided to focus on three designs with tuned-
up, V-bottom, hard-chined hulls and classic good
looks,” Willard says. “Each one of these designs has a
speed-to-length ratio between 1.5 and 2.0 to 1. That’s
virtually impossible to do with a round-bottomed boat,
which is what some motoryacht builders are trying to
do. The motoryachts we designed are far more efficient
in many ways.”
Willard is grateful and humbled by the legacy Hunt
left behind and feels it drives what they do at the firm
today. “How the firm survived for all those years when
most designers are lucky to go ten, maybe twenty
years, is, I think, because of the diversity of designs
that we have done. That’s a legacy from Ray,” he says.
“And then there were the custom yachts. We did work
worldwide. Many patrol-boat and pilot boat projects.
Today, we still have a good mix with a foot in both the
recreational and commercial markets.”
 RUGGED | VERSATILE | PERFORMANCE

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 LAUNCH A DREAM
4(05,)<03;)6(;:COM

Where do dreams come from?

From out of the fog and the
KLLW^H[LYZVɈHYVJR`JVHZ[SPUL
-YVT[OLPUZWPYH[PVUVMMV\YJLU[\YPLZ
VM[YHKP[PVU
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DON’T CHEAT ON YOUR DREAM. 71
 BOAT WORKS
USED BOAT

LOA: 57’ 8”
Beam: 15’ 11”
Draft: 4’0”
Weight: 39,000 lbs.
Power: (2) 800-hp MANs
Fuel: 600 gals.
Water: 68 gals.

Sea Ray 550 Sundancer

Fast forward a few years to when Daresta and his wife, Pat, were
planning to move up from their 37-foot Formula PC. “We were look-
ing to get into something bigger, thinking a 44- or 48-foot Sea Ray
A FAMILY OF FOUR FINDS THE PERFECT Sundancer,” Daresta says. “At the same time, Frank was in the
CRUISING BOAT WITH THE HELP OF A FRIEND market for a larger sedan bridge and he mentioned I should buy his
boat. After a few weeks, we agreed upon a sale price and the rest is
By Steve Knauth history.”

S
tephen Daresta had a friend who was looking for a boat. The two
looked through the classifieds and searched the internet, finally
making a road trip to take a look at a possibility. It turned out to
be a worthwhile venture. His friend, Frank Catalano, found and soon
bought a 550 Sundancer, a 55-foot express cruiser from Sea Ray. Little
did Daresta realize that he would eventually own the boat.
“I had traveled with him when he came across the 550,”
says Daresta, 54, an electrical engineer from the coastal vil-
lage of Massapequa, New York on the southern shore of Long
Island. “I, too, fell in love with it.”
It’s all part of Daresta’s longtime passion for boating. “I got into it
as a young boy when my dad bought a 1972, 17-foot Sea Sprite to see
if the family liked it,” he says. “A few years later he purchased an
18-foot bowrider, and my love for boating and the water had begun.
Since that day I’ve been boating every summer.”
Daresta has owned two 15-foot Boston Whalers, a 1993 Checkmate
186 Pulse and four Formulas, running from the 233 up to the 37 PC.
In the process, he’s passed on his passion to another generation,
his own children. “Both of my kids [a 20-year-old daughter, Schyler,
and 18-year-old son, Jack] were boating as toddlers,” he says, “and

AUGUST 2020 67
BOAT WORKS USED BOAT

Left: Stephen Daresta loves to travel and spend as

many summer nights on board his boat as possible
with his wife, Pat, and their children, Jack and
Schyler, after whom the boat is named.

feet wide, so the cockpit is tremendous, with plenty

of seating. A refrigerator, ice-maker and TV make it
perfect for hanging out.”
The two-cabin layout below includes an aft mas-
ter stateroom with a queen-size berth and an ad-
jacent head with shower, and another queen-size
berth and a head forward. The galley is complete,
with home-style appliances. “I had always liked the
look and reputation of the Sea Ray,” Daresta says.
“Their use of space and layout made buying this
boat an easy decision for us.”
Power comes from a pair of 800-hp MAN diesels.
“I cruise at 26 knots at 1900 rpm, burning about
55 gallons per hour,” Daresta says. Top speed is 34
knots at 2350 rpm.
When not in use, Skyjacked is docked at the fam-
ily’s Long Island home, so it’s easy for Daresta to
handle normal maintenance chores, including oil
and filter changes. “Weekly washes are done by my
son, Jack,” he adds.
Future plans for the Sundancer include a first-
time trip to Martha’s Vineyard. “The beauty of the
550 is the cruise speed,” Daresta says. “Finding a
big boat with a ton of room and amenities is easy;
today they share their own 17-foot Boston Whaler finding one that handles and cruises as fast as she
Montauk.” does isn’t so easy. And, once docked the amenities
BACKGROUND The 550 Sundancer, built in 2003, is the biggest and size make for very comfortable living.”
In 1959, Cornelius boat he’s owned. He bought it in October 2. “The
Nathaniel “Connie” Sea Ray was in amazing condition, and still today WALKTHROUGH
Ray began working people never believe me when I reveal the year of Sea Ray updated its popular 540 Sundancer in the
from a small shop the hull,” he says. As for his friend Frank Catalano, early 2000s, introducing the new model in 2002 as
building a 16-foot “We still boat together today and are best friends,” the 550 Sundancer. Major changes included a new
runabout, It would Daresta says. cabin layout with a skylight and an updated hard-
become a boat- The family uses Skyjacked (named after Schyler top design.
building empire. By and Jack) for casual outings with a fleet of boating The large cockpit is laid out with a pair of L-
1972, his company, friends and their families, cruising and enjoying shaped settees that convert to a large sunpad.
Sea Ray Boats, had overnights. “We love to travel and spend as many There’s a wet bar with refrigerator to port and a
grown to include nights as we can on the boat,” Daresta says. “Typi- sunpad on the foredeck. Amidships is the 550 Sun-
three manufactur- cally, a summer will consist of two longer trips dancer’s multi-tasking salon, with its open layout.
ing plants turning where we are away anywhere from seven to ten There’s curved lounge seating to port (it converts
out 20 boats a days at a time.” to a berth) and a C-shaped galley to starboard. Gal-
week. The 550 Sun- Destinations are far-flung: Greenport and Mon- ley appliances include a stove top, microwave and
dancer was in pro- tauk on Long Island, Block Island to the east and built-in coffeemaker; a 42-inch TV and wine rack
duction from 2002 as far as Atlantic City on the southern New Jersey came standard.
through 2004. Now seaboard. But one destination top their list, Daresta Standard power was twin 765-hp MAN diesels
part of the Bruns- says. “We would have to name Newport, Rhode Is- with twin 645-hp Cat diesels or 800-hp MAN die-
wick Corp., Sea Ray land, as our favorite, with great restaurants and the sels as options. Both produced cruising speeds in
has 40 models in its entire city within walking distance of the marinas.” the mid- to upper-20s. Other Sundancer standards
product portfolio. The Sea Ray 550 Sundancer is well-suited to its ranged from cherry wood joinery and a washer/
family cruising role, says Daresta. “The boat is 16 dryer to a 42-inch TV and a Lexan wine rack.

68 SOUNDINGS
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BOAT WORKS MAINTENANCE
TO CHANGE UP THE LOOK OF YOUR BOAT, CONSIDER A VINYL WRAP
Dear Soundings:
I go boating on the Chesapeake Bay aboard my
40-foot sportfishing boat (shown above). I’d like
to improve the exterior finish and just make it
look cooler. Can I add one layer of carbon fiber to
the boat’s topsides?
—David Avedesian, Silver Spring, Maryland
I
t’s possible to do a carbon fiber wrap on the
hull of your boat, but a better option could be
a custom, high-resolution vinyl wrap printed
with a carbon fiber pattern that replicates the
intricate weave. Carbon fiber needs to be pro-
tected with a few layers of clear coat, which re-
quires time, labor and expense and may not be as
durable as vinyl wrap.
There are many different types of vinyl wraps,
from brightly colored designs to contemporary me-
tallic shades, any of which can add a dramatic new
look to your boat. If you want jumping fish or mer-
maids with flowing blonde hair to grace the hull
side, you can have those, too. For a modern effect,
consider having the hull done in your preferred
color/design, and then put a faux teak wrap on the
transom. Or, if you have a fiberglass windshield,
you could opt for a black mask.
Routine care of a vinyl wrap is easy: Just clean
it with soap and water. Repairing the wrap is
straightforward and costs less than trying to
match paint or gel coat that has faded over time;
just remember to ask your installer to leave you
with an extra piece of wrap. You’ll want to be
70 SOUNDINGS
Wrap It Up
careful approaching the dock, but you likely do
that anyway. To prevent scrapes when entering
the slip, use cloth covers over your fenders.
The price to install a vinyl wrap is usually based
on the square footage to be covered. A ballpark
price for a 40-foot hull like the one you are driv-
ing could run around $8,000, including materials,
installation and design. You also must prepare to
pay charges for a haul-out, relaunch and scaffold-
ing rental fee, if needed.
Some savings can be realized if the hull is
wrapped while the boat is on the hard for other
maintenance. Proper preparation is required. The
hull must be thoroughly cleaned, de-waxed and
scratches or gouges in the substrate filled and
faired so no imperfections appear under the wrap.
There’s an added benefit to a vinyl wrap: It
protects the gel coat from fading, staining and
aging. When it’s time to sell the boat, removing
the wrap (which can last at least five years) will be
like turning back the clock on the boat. A friend of
mine had a vinyl wrap installed on his new 42-foot
Boston Whaler. It’s the same color as the gel coat.
He doesn’t keep his boats that long; the wrap will
allow him to use the Whaler without frequent
waxing and polishing.
Covering a boat hull with a vinyl wrap is a smart
and cost-effective way to dress up your vessel.
Installation is quick, too. In fact, chances are Top to bottom: Avedesian’s
good you will spend much more time deciding on 40-footer; an artful wrap;
the design than waiting for the job to be finished. schedule service when the
—Peter Frederiksen boat is on the hard.
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74 SOUNDINGS
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76 SOUNDINGS
 Punta Gorda, FL
www.DiscoverPuntaGorda.com

PUNTA GORDA is a friendly waterfront town. Keep your boat just steps from your back
door. Golf. Play tennis. Enjoy the small town lifestyle in the midst of sometimes hec-
boater’s

>
tic Florida. Charlotte Harbor offers the best boating in Florida. Protected waters for day or
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Come & live a better life.
1208 Via Tripoli • $498,500 3233 Purple Martin Dr #121 • $323,500 2002 Bal Harbor Blvd #2412 • $289,000

92 FT OF WATER FRONTAGE HOME! 3 bed/2
bath + den, home in PGI featuring 92 ft of
seawall & quick boating access to Charlotte
Harbor. Floor plan includes formal living room
& dining room, and updated kitchen. Large
lanai w/in-ground, solar-heated pool and
walkway leads to the extended, 45ft concrete
dock w/10,000 lb boat lift. Water & electric
hook-ups are available dockside.
CONDO W/ DEEDED DOCK. 3 bed/2 bath,
waterfront condo in PGI. Enjoy some of the
best fishing & boating in SW Florida from this
condo. With the recent opening of Buckley’s
Pass time to open water will be approx. 30
minutes from your deeded dock. Condo
features brick paver walkways/patio & an in-
ground pool w/attached spa. Water & electric
hook-ups are available dockside.
TURNKEY TROPICAL GETAWAY! This 3 bed/2
bath, FIRST-floor, end-unit w/assigned dock
& 6,000 lb boat lift (Dock Slip #2L) at Clipper
Cove Village. Keep your boat docked & enjoy
walk-out access to your boat from the lanai.
Begin your adventure from your backyard w/
sailboat access to Charlotte Harbor & beyond.
Reach open water in about 30 minutes through
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View waterfront homes for sale or

learn about the area at:
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You have a choice -
(941) 833 - 4217 Why not work with the best?
1-866-761-8138 For brochures and personalized information, contact
Re/Max Harbor Realty
1133 Bal Harbor Blvd., Punta Gorda, FL 33950 info@andreaegroup.com
WATERFRONT RESIDENTIAL PROPERTIES

Oriental – This 2 BR contemporary home offers light
filled living areas with gorgeous views of the water.
Features an open floor plan, wraparound porch, screen
porch, pantry and a kitchen island. Luxury vinyl floors
throughout first floor living areas and bedrooms. There’s
a 2nd floor observation/loft area and large workshop/
storage area underneath the home. Includes a backyard
pier and a 40x30 metal building for cars, boats and
other hobbies.
$395,000
Oriental – Exceptional contemporary waterfront home
with 3 BR, 3 full BA, & 2 half BA nestled in a wooded,
park-like setting overlooking Whittaker Creek. Private
deep water dock at your doorsteps with water views
from almost every room. Spacious living area integrates
kitchen, dining & living room with a wood burning
fireplace. Features a waterside Carolina room & artist’s
studio on the upper floor. Includes elevator, 2 geothermal
heat pumps, basement & attached garage.
$695,000

Water views over Narragansett Bay | Portsmouth, RI
New construction with access to private beach
$1,200,000
Oriental – Enjoy stunning water views from this 3
BR/2 bath, first floor, luxury condominium. Featuring a
spacious living room with gas-log fireplace & ceramic tile
floors. An open design blends kitchen into living room
with sliding glass doors that open onto a waterside
covered porch. Beautifully maintained grounds include
a swimming pool, ample parking & elevator in each
building. Convenient to shopping, restaurants, marina
& boat ramp.
$357,500
Arapahoe – Spectacular 3 bedroom/2.5 bath
waterfront showplace features beautiful oak flooring, a
gas-log fireplace, formal dining room and a living area
with vaulted ceilings. Exceptional kitchen has like-new
appliances, granite counters, center island and breakfast
nook. Includes a spacious finished bonus room above the
3-bay garage, a nice screen porch, a backyard concrete
dock and deep-water boatslip at community marina.
Captivating views!
$577,000

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

SAILORS DELIGHT, RARITAN BAY, NJ

Overlooking Nonquit Pond | Tiverton, RI

Escape the city for coastal living at its finest
$999,000

Gustave White Sotheby’s International Realty is proud
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ĂĐƟǀĞZĂƌŝƚĂŶzĂĐŚƚůƵď͘ŚĂƌŵĂŶĚŚĂƌĂĐƚĞƌĂƌĞĂďƵŶĚĂŶƚŝŶ
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Fireplaces, crown moldings, high ceilings, and tower rooms allow
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Bob Durso, 732-887-4787.

78 SOUNDINGS

Offered by G. Keating Pepper & Jane McCombs Beaman
Florida
For Sale
WATERFRONT LOT IN PGI W/QUICK, SAILBOAT
ACCESS! Fantastic waterfront property features 75ft of
seawall, deep water sailboat access & a 30ft concrete
dock already in place! Only 16 lots from harbor. Lot
dimensions for the property are 95x120x75x121
and 95ft of street frontage. 80 Ocean Dr $329,000
MLS#C7425900 The Andreae Group 866-761-8138
www.DiscoverPuntaGorda.com
VACANT, waterfront lot in Punta Gorda Isles w/
quick boating access & 80ft of seawall. Build your
home here & enjoy watching the spectacular sunsets
over the canal while also keeping your boat dock
in your backyard. Lot dimensions for the property
are 80x120x80x120. 581 Via Esplanade $219,000
MLS#C7406826 The Andreae Group 866-761-8138
www.DiscoverPuntaGorda.com
SAIL ACCESS HOME W/SOUTHERN EXPOSURE!
3 bed/2 bath, waterfront, pool home in PGI w/sail
access to Charlotte Harbor and beyond. Situated on
an OVERSIZED lot with 93’ of seawall and a concrete
dock w/ 10,000 lb boat lift.1517 Suzi St $519,000 MLS
C7422653 The Andreae Group 866-761-8138 www.
DiscoverPunta Gorda.com
FIRST-FLOOR, 2 BED/2 BATH, WATERFRONT
CONDO in the heart of Punta Gorda. Condo
offers deeded dock, sailboat access to Charlotte
Harbor. Walk-out access to docks/waterfront. The
unit comes dock #21. Condo community w/low
HOA fees. 3640 Bal Harbor Blvd #413 $229,900
MLS#C7425383 The Andreae Group 866-761-8138
www.DiscoverPuntaGorda.com
CUSTOM, PERIMETER CANAL HOME IN PGI
- 3 bed/3 bath + den, waterfront home in Punta
Gorda Isles built on an oversized lot w/100ft of
seawall, nature preserve view & quick sailboat
access to Charlotte Harbor. 1708 Casey Key Dr
$859,000 MLS#C7423347 The Andreae Group
866-761-8138 www.DiscoverPuntaGorda.com
RESIDENTIAL PROPERTIES WATERFRONT
Situated on Acadia Mountain, this oceanfront property
features 260 feet of frontage on Somes Sound, 4.27+/- acres
with a deep-water dock, & 2 moorings! The home has new
appliances, a spacious second family room & master suite
with private deck. Good rental history.
offered for $1,675,000
FJORD HOME
Mount Desert Island, Maine
www.KnowlesCo.com One Summit Road, Northeast Harbor, ME (207) 276-3322
Florida
For Sale
If you like Boats and Music, this is the home for you!
BOAT FROM YOUR BACK DOOR! Meticulously
maintained, 2 bed/2 bath, waterfront home in the old
sailboat section of Punta Gorda Isles w/extremely
quick sailboat access to Charlotte Harbor. Property
is just 20 lots from the harbor. New concrete
dock & seawall installed. 88 Sabal Dr $389,000
MLS#C7423718 The Andreae Group 866-761-8138
www.DiscoverPuntaGorda.com
North Carolina
Lot For Sale
Merritt, NC- Secluded 11.36-acre waterfront homesite
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Oriental NC/Waterfront - Gorgeous lot overlooking Dawson
Creek with 512 feet of water front. Build your vacation Located in the Cypress Landing Marina Community on
or retirement home on this 1.56 acre lot and enjoy the Chocowinity Bay, NC. Unique home designed and built
community pool, clubhouse and waterside picnic area. Well ǁŝƚŚƚŚĞĮŶĞƐƚŵĂƚĞƌŝĂůƐĂŶĚƋƵĂůŝƚLJĨĞĂƚƵƌĞƐ͘The Music
maintained neighborhood with underground utilities near
a public boat ramp. Located 8 minutes from Oriental the House includes a Music Studio and Theatre room designed
sailing capital of North Carolina with shopping, dining and by a renowned Grammy Award winning producer engineer.
entertainment. $190,000 Contact CENTURY 21 Sail/Loft KīĞƌŝŶŐŽǀĞƌϱϬϬϬƐƋ͘Ō͘ŽĨŽƉĞŶůŝǀŝŶŐƐƉĂĐĞ͘dŚĞŇŽŽƌŝŶŐ
Realty, Oriental, NC 800-327-4189, www.sailloftrealty.com ƚŚƌŽƵŐŚŽƵƚƚŚĞŚŽƵƐĞŝƐE,ĞĂƌƚWŝŶĞƌĞĐůĂŝŵĞĚĨƌŽŵ
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ϰϮŌ͘ďŽĂƚƐůŝƉ͘ĂůůŽƌƚĞdžƚ'ĂŝůĂƚϮϱϮͲϵϰϱͲϯϬϯϬ͘
ŵĂŝůŐĂŝů͘ŬĞŶĞĮĐŬΛĐŽĂƐƚĂůƌŝǀĞƌƐ͘ĐŽŵ͘
Oriental, NC – “New Price” Dramatic riverfront lot just across ΨϴϮϱ͕ϬϬϬ͘D>^ϭϬϬϮϮϬϰϲϯ
the bridge from the old village of Oriental, NC. Driveway,
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79
 BROKERS
Chris Fairfax
Chet Hartshorn
Bill Haynie
Ted Hood
Murray Lord
Bob Marston
FARR 72 CUSTOM 2010 HYLAS 70
Outstanding performance bluewater cruiser with refined John Perkins Frers-designed long-range performance cruiser, fully
three-SR interior. Equipped for shorthanded sailing. equipped with every conceivable option. Four en-suite
Captain maintained, in excellent condition. Duty paid. Jim Wetherald cabins and spacious cockpit make her ideal for both
private and charter use.

HOOD/LYMAN-MORSE 60 CUSTOM HINCKLEY SOU’WESTER 59 LITTLE HARBOR CUSTOM 60

Shoal-draft Hood design features superb Maine Well-equipped and maintained. Hood Stoway mast Shoal draft, 4-SR, brilliant teak joinery, twin screw – a
craftsmanship and extensive recent upgrades. Open and power winches for short-handed sailing. Three- fiberglass centerboard marvel. Powers and sails like
3-stateroom layout with teak joinery in a classic stateroom layout with large salon and cockpit. few others. Unique and wonderful!
Herreshoff style.

ALDEN 54 MID COCKPIT LITTLE HARBOR 53 CC KETCH 2004/2008 S&S CUSTOM 53 HOOD/LITTLE HARBOR 54
Alden pedigree and build quality, king berth Shoal draft and custom shoal rig designed by Ted First time offered. Stunning Sparkman & Stephens Powerful offshore cruiser, easily single-handed with
aft, newer engine, decks, carbon rig and Hood. Newer Yanmar with low hrs. 3 staterooms. raised pilothouse bluewater performance cruiser. electric Sto’way main and mizzen. Herreshoff-style
much more! Lake Champlain last ten years. Yes, she’s special! Now located U.S. east coast. interior. Aft cockpit, shoal-draft centerboard design.

2008 TARTAN 4400 S&S SAILMASTER 45 YAWL ALDEN 44 LITTLE HARBOR 44

Beautiful example of this spacious deck Dutch-built, completely restored and fully Very well kept. Two-cabin
. teak interior, blue Well-equipped, handsome shoal-draft Hood
saloon cruiser. Carbon mast, electric winches, upgraded. FRP construction, recent engine, Awlgrip, Yanmar 56hp, new standing rigging, design. Desirable 2-SR/2-head layout. Many
Hydranet sails, generator, thruster. electronics, sails and more! non-skid decks and newer canvas. recent upgrades. Light use since new!

HOOD CUSTOM EXPEDITION 52.3 2005 ALDEN 49 HARDTOP EXPRESS 2012 BRUCKMANN ABACO 40 2014 HUNT HARRIER 36 EXPRESS
Fast, competent, long-range vessel for remote Stunning! Custom-built Hunt deep-V hull. Just two Distinctive north/south express cruiser at Recent Flag Blue topsides paint (2018). Efficient,
exploration. Bow thruster, low hours. A ‘great go- ownerships. Upper and lower salons, master with economical 24 knots with single diesel. Variable quiet and smooth-running Deep Vee hull. Many
anywhere’ rugged, dependable vessel. centerline queen fwd. Twin Cummins 660’s. speed bow/stern thrusters. A real gem! custom touches.

Rhode Island: 401-683-6070 WellingtonYachts.com Florida: 954-527-4230

 BROKERS
Chris Fairfax
Chet Hartshorn
Bill Haynie
Ted Hood
Murray Lord
Bob Marston
2008 OYSTER 655 LITTLE HARBOR 60
Beautifully kept four-cabin interior with teak joinery. Recent John Perkins Only two owners, always maintained in top condition.
B&G Zeus electronics, canvas, North 3Di sails and house Hydraulic roller furling sails, electric winches. Easily
battery bank. Spacious cockpit and push-button sail plan. Jim Wetherald handled, striking lines. Located in MA.

2012 HYLAS 56 2003 CABO RICO 56 2004 HERRESHOFF BOUNTY 58

Rare offering of this proven Frers design features Absolutely beautiful condition, large comfortable Near-exact replica of the original 1934 Herreshoff
spacious interior, shoal keel and every conceivable cockpit and saloon. Very well equipped and fitted out BOUNTY. Maintained to perfection. An absolutely
option for safe, comfortable cruising. for serious offshore sailing. Located in RI. stunning classic design.

LITTLE HARBOR 54
Comfortable shoal-draft cruiser features queen
berth aft, beautiful raised-panel cabinetry.
Unmatched cockpit design for easy mobility and
short-handed sailing.
2015 OYSTER 475
Ready for circumnavigation or a Caribbean
sabbatical. Hand-built quality throughout. Loaded
with extras -- generator, W/D, A/C, water-maker,
comms and more!
HINCKLEY 48 YAWL GULFSTAR 50 CENTER COCKPIT
Classic Bill Tripp design. 2-SR/2-head layout. Well Well-appointed and well-looked-after example of
maintained & upgraded. Available for term charter this classic 3-cabin cruiser. A/C, upgraded Yanmar
with option to purchase. Price reduced. and Northern Lights generator.

HINCKLEY 42 SHANNON 43 LITTLE HARBOR 42 2001 HOOD/KATAMA 30

Handsome design has benefitted from light Sail away in this proven cruising design. New Keel centerboard, shoal
. draft. Comfortable Stunning design and high-quality build from C.W.
summer use. Pristine interior with relatively new Raymarine 2019, generator w/ aircon, black Awlgrip, layout belowdecks, perfect for the serious Hood. Shoal draft and joystick docking. Major
engine, sails, electronics and canvas. Priced to sell! versatile sail plan including storm jib and tri. offshore sailor or couple. Only six built. price reduction!

2000 LITTLE HARBOR WHISPERJET 34
Superb ownership and maintenance history
Significant updates include new engines,
electronics and canvas. A “must see, must have”
for summer.
2008 TRUE NORTH 34 MKIII
“Tailgate” fold-down transom; L-settee and
sculpted galley up. Custom cockpit seating. New
Garmin GPS/radar. Thoughtful custom touches.
Sistership
2004 HUNT SURFHUNTER 29
Hard-to-come-by 29 with generator and A/C. Recent
electronics. “Day boat ‘par excellence’ meets fast
East Coast Waterway cruise” anyone…?
2005 HINCKLEY TALARIA 29R
Superbly maintained and well-equipped Runabout
with low engine hours and updated Raymarine
navigation package.

Rhode Island: 401-683-6070 WellingtonYachts.com Florida: 954-527-4230

 Rare, impeccable, Grand Banks 42 Europa, 2000

GB EUROPA Style! T/CAT 3208TA (1,200 hr), 21 kt max,

9kW Gen, Heat & A/C, Upper & Lower Helm, Large
Flybridge w/Staircase access, Queen Island Berth,
Guest Twin Berth, Head w/Enclosed Shower, Spacious
Designer Salon, Galley Up, Full Service History, Ready
to Cruise or Live Aboard: $410,000
 

Tiara 3100 Coronet, 2015, Gen, A/C, $339,500 Grady-White 360 Hard Top Express, 2008, Gen, A/C, $239,500

www.EssexYachtSales.com
(860) 388-8701
37 Pratt Street, Essex, CT 06426
TM Leslie@EssexYachtSales.com
85
 Expert Instruction from
the Brands you Trust.
Learn anywhere. Browse material on
your phone, laptop, or tablet—wherever
you have an internet connection.

Courses Currently Offered:

Marine Diesel Maintenance & Troubleshooting
Boat Handling
Weather 101: Basics
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Anchors & Anchoring

BoatersUniversity.com
Register now and save 20% off all courses with discount code SNDVIP
IN STOCK IN STOCK IN STOCK

MEDLINE 580 N-ZO 680 OPEN 6.5

IN STOCK IN STOCK IN STOCK

BAYRUNNER 420 YACHTLINE 400 PRO 7.0

33 YEARS OF CUSTOMER SATISFACTION

(401) 847-0321 • 222 Connell Highway | Newport, RI 02840 • skip@bsbw.com • www.bsbw.com

87
 www.petzolds.com
Serving the Boating Community Since 1945

SABRE 42SE, 45SE, & 48SE ON ORDER BACK COVE 34O, 37, 39O, & 41 ON ORDER REGAL - CALL FOR SIZES EDGEWATER - CALL FOR SIZES SEA FOX - CALL FOR SIZES

There has never been a better time to sell your boat. We can make it
happen. Three locations, six brokers and 75 years of experience.

2003 Grand Banks 52 EU

Asking $599K
2016 Sabre 48 FB
Asking $1,450,000
New listings welcome! 2016 Formula 45 Yacht
Asking $649,000
2003 Eastbay 43 Flybridge
Asking $365K
Norwalk Norwalk Rhode Island Norwalk

2005 Sabre 42 HX 1999 Grand Banks 42 Classic 2015 Sabre 38 Salon Express 2007 Sabre 34 2003 Mainship 34 Pilot 1996 Phoenix 29SFX 2011 Back Cove 30
Asking $385K Asking $285K Asking $549K Asking $289,000 Asking $105K Asking $44,900 Asking $225,000
Norwalk Portland Norwalk Portland Rhode Island
Norwalk Portland

Petzold’s at Point Judith Marina Petzold’s Marine Center Portland Petzold’s at Norwalk Cove
392D Goosberry Road • Wakefield, RI 860-342-1196 203-838-4523
401-846-8484 • joe@petzolds.com ken@petzolds.com / troy@petzolds.com / jordan@petzolds.com diana@petzolds.com / jeff@petzolds.com

FULL SERVICE YARD

CUSTOM BOAT BUILDING
YACHT BROKERAGE

MONHEGAN | Stanley 28 WEATHER GAUGE | Concordia

Timeless Stanley 28. Hull by John A Farr-designed 44 and custom built by
:LOOLDPV%RDW&RPSDQ\DQG¿QLVKHG Concordia for the present family in 1984,
at Yankee Marine in 1993. New WEATHER GAUGE has been lovingly
Yanmar 260 electronic diesel in owned and professionally cared for.
2018. A great day boat with overnight Recent upgrades include all new
capabilities. $117,900 electronics, systems, Awlgrip and a
rebuilt main engine. $195,000

NEW PRICE!
HOMARUS | Stanley 28 PATRIOT | Hodgdon Bros.
A classic, well-appointed boat, Built in 1959, PATRIOT is a 21-foot
HOMARUS is perfect for an afternoon runabout built by Hodgdon Brothers.
jaunt or extended weekend cruise. She underwent a complete rebuild in
She has been lovingly maintained by 2006, re-powered with a 170 HP Yanmar
her current owners and is turn-key diesel. She comes with her own custom
ready for use. $129,000 dual axle Loadmaster trailer. $39,900

NEW PRICE! NEW PRICE! HOG PENNY | Pemaquid 26

TRUMPA | Williams 28
HOG PENNY is a well built down-east
First time offered for sale, she is the
style boat built by Pemaquid Harbor
only Stanley 28 traditional downeast
Yachts in 1995. She has been meticulously
VW\OHVHPLGLVSODFHPHQWKXOO¿QLVKHG
maintained and cared for by her current
in the bass boat style. Recent price
owner. Many upgrades by John Williams
reduction; located on Mount Desert
Boat Co., including a new Yanmar diesel
Island. $158,000
engine and new teak deck. $179,000

PO Box 80, Shipwright Lane www.jwboatco.com / info @ jwboatco.com

Hall Quarry, Mount Desert, Maine 04660 207.244.7854

88 SOUNDINGS
 ONSET BAY YACHT SALES
Gray & Gray Yachts AT SAFE HARBORS ONSET BAY
36 York Street • York, Maine 03909
Tel: (207) 363-7997 • Fax (207) 363-7807 18 GREEN STREET BUZZARDS BAY, MA 02532
+EMAIL: graygray@gwi.net + 
WWW.grayandgrayyachts.com
SAFE HARBORS FIDDLERS COVE MARINA
42 FIDDLERS COVE ROAD NORTH FALMOUTH, MA 02556

508 295 2300 RCAHOON@SHMARINAS.COM

WE ARE SELLING BOATS AT A HIGH RATE NEW LISTINGS APPRECIATED

SAMPLING OF BOATS SOLD BY ONSET BAY YACHT SALES IN 2019
50’ FANTAIL TRANSWORLD TRAWLER, 1989, $169,000
2014 22’ BOSTON WHALER 2005 37’ RIVIERA
TWO 30’ GRADY WHITE MARLIN’S 2014 42’ VIKING EXPRESS
FOUR SEA RAYS 30’ – 42’ CUSTOM 45’ SLANE HATTERAS
TWO ROBALOS 26’-30’ 2010 50’ VIKING CONVERTIBLE
2018 34’ REGULATOR CC 2004 54’ HATTERAS CONVERTIBLE

IF YOU WOULD LIKE TO DISCUSS LISTING YOUR BOAT

PLEASE CONTACT RONALD CAHOON YACHT BROKER CONTINUOUSLY
SATISFYING THE BOATING PUBLIC SINCE 1980
42’ DUFFY AFT CABIN, 1993, $275,000

43’ POST FLYBRIDGE SPORTFISH 1985 TWIN DETROIT

41’ COVEY ISLAND MOTORCRUISER, 2001, $239,000
Hello everyone it’s Ron Cahoon. Very excited about our
second location at SAFE HARBOR FIDDLERS COVE.
We would be thrilled to hear from SAFE HARBOR
MEMBERS FROM ANY SAFE HARBORS LOCATION IN
NEW ENGLAND. Also excited to announce next August it
will make 40 continuous years I’ve been selling Boats and
Yachts to countless satisfied clients. Let my experience
work for you and look forward to hearing from you.
DIESEL 6 71 TI’S WITH 1150 ORIGINAL HOURS.
GENERATOR AIR CONDITIONING. HARDTOP TRANSOM
DOOR SWIMPLATFORM OUTRIGGERS ANCHOR WINDLASS.
UPDATED GALLEY DOWN TWO STATEROOM LAYOUT
WITH LIGHT HONEY TEAK FINISH. SAME (SECOND)
OWNER FOR 18 YEARS PROFESSIONALLY MAINTAINED.
ASKING $89,900
MASSACHUSETTS

36’ GOZZARD CUTTER, 1997, 33’ FORTIER HARDTOP, 2002, 52’ & 46’ & 42’ GRAND BANKS EU
$159,900 $157,500 FROM $285,00

39’ SEA RAY 390 EXPRESS CRUISER 1989 TWIN 7.4L
MERCRUISERS 970 HOURS MANIFOLDS/RISERS/
HOSES REPLACED 2019! WESTERBEKE GENERATOR AIR
40’ CALIBER LRC, ϰϮ͛'ZEE<^ΈϮΉ͕ϭϵϴϳ 43’ OYSTER 435 C/C SLOOP, 1990, CONDITIONING SLEEPS 5 FULL GALLEY HEAD/SHOWER.
RECENT ENCLOSURE AND EXTERIOR SOFT GOODS AND FULL
1997, $154,000 $197,500 $179,500 INTERIOR UPDATE. BIG 13’11” BEAM VERY SPACIOUS BOAT!
PROFESSIONALLY MAINTAINED AND IN TOP CONDITION!
ASKING $36,000
37’ SEA RAY 370 SUNDANCER 2015 TWIN MERCRUISER
8.2L FWC 380HP 400 HOURS. FULL ELECTRONICS, AIR
CONDITIONING & GENERATOR. TEAK COCKPIT SOLE
COCKPIT REFRIGERATOR & GRILL, CABIN WITH PREMIUM
CHERRYWOOD SLEEPS 6 TWO PRIVATE STATEROOMS.
BOW THRUSTER UNDER WATER LIGHTS. MOST SEA RAY
OPTIONS. ASKING $279,900
ON DISPLAY AT ONSET BAY

38’ HOLLAND HT, 1994, 39’ SHANNON CUTTER, 1999, 36’ SABRELINE FAST TRAWLER,
$159,000 $118,000 1992. JUST LISTED.

POWERBOATS
45’ OCEAN ALEXANDER, 2001, $199,500.
43’ LABELLE TRAWLER, 1983, $72,500.
42’ GRAND BANKS 1974, (2) FROM $132,000.
42’ ROBERT RICH HT CRUISER, (2) FROM $64,900
36’ GRAND BANKS, 1980, $76,500.
34’ MARINE TRADER, 1988, $61,500.
34’ MAST & MALLET, 2001, $99,500.
34’ WILBUR FB, 1987, $129,500.
31’ EASTERN 2004, JUST LISTED.
28’ NAUSET FLYBRIDGE, 1999, $69,500.
26’ SISU HARDTOP, $45,500.
SAILBOATS
46’ HOOD K/CB STEEL YAWL, 1983, $119,000. 35’ BERTRAM FLYBRIDGE MK II 1985 TWIN CATERPILLAR 32’ RINKER 320 EXPRESS 2005 TWIN MERCRUISER
3208 ST 300HP 1850 HOUR PORT ENGINE COMPLETE 5.0L BRAVO III WITH 400 HOURS. AIR CONDITIONING &
44’ F&C KETCH, 1979 $49,000. REBUILD ‘19, NEW GENERATOR AIR CONDITIONING MARLIN GENERATOR, RADAR CHARTPLOTTER, PLAS-TEAK DECKING,
43’ SHANNON KETCH, 1986, $139,500. TOWER. ALL ORIGINAL BOAT IN GOOD CONDITION. FOR SALE SLEEPS 6 FULL GALLEY COCKPIT REFRIGERATOR DARK
BY THE ORIGINAL OWNER. ASKING $49,900 BLUE HULL & CANVAS. ASKING $44,500
43’ OYSTER 435 C/C, 1990, $179,500.
ON DISPLAY AT ONSET BAY ON DISPLAY AT ONSET BAY
43’ BALTIC , 1988, $119,000
42’ S&S ALUMINUM YAWL,1962, $49,900.
41’ HINCKLEY 41 COMPETITION SLP, $119,900.
40’ BRISTOL YAWL, 1976, $27,000.
40’ HINCKLEY B-40 YAWL, 1970, $99,500.
38’ S/S YANKEE, 1974, $49,500.
38’ MORGAN SLOOP, 1986, $55,500.

CALL: 877-239-9212
ANNE H. GRAY • ROBERT GRAY • BARBARA SLOWIK
28’ FOUR WINNS V285 2011 SINGLE 2016 VOLVO
PENTA 5.7L GXI FRESHWATER COOLED 230 HOURS. AIR
CONDITIONING RECENT CANVAS SLEEPS FOUR GALLEY
HEAD SHOWER ASKING $39,900
ON DISPLAY AT ONSET BAY
26’ ROBALO 265 WALK-AROUND 2007 TWIN HONDA 225HP
FOUR STROKES WITH UNDER 600 HOURS. BLACK HULL
AND CANVAS HARD TOP TRANSOM DOOR FISH EQUIPPED
AIR CONDITIONING AND TRAILER! NICE CLEAN BOAT
ASKING $52,500
ON DISPLAY AT ONSET BAY
 ZZZ&ODVVLF%RDW6KRSFRP

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1(:35,&( 2ZQHUPRWLYDWHG :HOODSSRLQWHGDQGSURIPDLQWDLQHG

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6KRS,QTXLUHIRUSULFHDQGDYDLODELOLW\

email: Jean@ClassicBoatShop.com (207) 244-3374 ext. #2

369 Tremont Road PO Box 74 Bernard, Maine 04612

90 SOUNDINGS
 A member of:

Petrel Dakota $14,500

9LWYVK\J[PVUVM[OLJSHZZPJ/LYYLZOVɈ-PZO*SHZZZSVVW)\PS[I`
.VSKLU,YH)VH[ZPU5VHUR*VUULJ[PJ\[36(» ¹3>3»
1964 Pearson Ensign 22’. Well maintained and in good condition.
)LHT»+YHM[»9PN:P[RHZWY\JL;YPT[LHR/\SSWYVMLZZPVUHSS` 2019 Yamaha outboard with <10 hrs. Sails in good condition
YLZ[VYLK^P[ONLSJVH[+LJRZH^SNYPW)V[[VTYLJLU[S`WYVMLZZPVUHSS`
ILHKISHZ[LKIHYYPLYJVH[LKHUKYLWHPU[LK:[HUKPUNYPNNPUNYLJLU[S`
YLWSHJLKPUJS\KPUNHSSSPULZ:LSSPUNWYPJL! 

(860) 536-6930
55 Spicer Ave.
Noank, CT 06340

www.mysticriverboathouse.com Redux $27,900

1980 Flicka 20 Auxiliary Masthead Sloop. Well maintained & well
equipped. Practical and comfortable. Yanmar 2YM15 diesel engine.

• Skilled, Long-Tenured Professionals

• Highest Quality Efficient Work
• Moorings in Padanaram Harbor
• 14 Acre Facility
• Excellent Work Spaces

Increased inside heated

storage with new building Antara $109,000
for 2019-2020 1989 Passport 40. Powered by Yanmar 4JH4-AE.

Abishag $17,000
1979 Sabre 28. Good condition with a new cabin sole recently
installed. Yanmar 2GM20F engine with low hours.

124 Horseshoe Cove Road

(508) 999 - 1381 | conco@concordiaboats.com Harborside, ME 04642
Tel: 207-326-4422 ∙ Fax: 207-326-4411
South Dartmouth, MA | www.concordiaboats.com
Email: sealcoveboatyard@gmail.com ∙www.sealcoveboatyard.com

91
MARINE MARKETPLACE

4PVUI
1PSUMBOE
.&

Sometimes, even
the rescuers need
to be rescued.
Self Contained Compact Stainless All Units made
+++ A/C Units -Ìiii…Õ“ˆ`ˆwiÀà in the USA

Because they watch over us. Constructed on a Units Ranging from

Stainless Steel Base 5,200 BTU- 24,000 BTU
Because they give so much.
5 YEAR FACTORY WARRANTY!
Give to the
Coast Guard Foundation

Phone: (239) 418-0535 Fax: (239) 418-0538

Toll Free: 1-888-908-9280 Website: https://www.mmair.com

RescueTheRescuers.org WE ARE A VIETNAM VETERAN OWNED COMPANY

92 SOUNDINGS
 MARINE MARKETPLACE

ROTTEN TRANSOM?
Stringers- Deck - Balsa Core
Wet Foam Flotation - Hull Damage
We’ve got • Best Quality Materials
what you need • Great Prices
TO FIX IT • Including Helpful Advice
DONATE YOUR BOAT RIGHT! • In Business 30 Years

Receive full appraised value as a tax deduction! WE SHIP OR YOU PICKUP

www.blockislandmaritime.com MERTON’S FIBERGLASS SUPPLY
Springfield, MA – (800) 333-0314
Maine: 207-669-4999 Rhode Island: 401-842-0752 WWW.MERTONS.COM

GAS OR DIESEL FUEL POLISHING

Fuel Polishing may help you if you have

• Recently purchased an older boat

• Planning a cruise
U,i}Տ>ÀÞ}œœvvŜÀi̜wÅœÀVÀՈÃi
• Have an older boat and have never cleaned the fuel tank

We are fully insured and have been servicing marine, commercial and
industrial customers since 2014. Please see our website for more information.
Serving RI, CT & MA | Tel: 401-681-4910 | www.usafuelsne.com

93
CLASSIFIEDS POWERBOATS
54 FT SEA RAY 54 SUNDANCER 2014, Hey Babe
for sale by the original owners. Twin Cummins 715
QSM11 engines (low hours) with integrated (with
bow and stern thrusters) Cummins joy stick control;
safety/low maintenance of straight shafts. Hydrau-
lic swim platform; Walker Bay Genesis Rib inflatable
(Honda BF20D Outboard); teak cockpit sole; KVH
HG Sat TV; Raymarine E165 touch screen elec-
tronics; SIRIUS Audio and Weather units; G.O.S.T.
Phantom security monitoring system. MOTIVATED
SELLER. Contact Mark Larson at markinsc@gmail.
com/252-207-4064.
49 FT CUSTOM WORLD CRUISER, built and de-
signed by experienced cruiser, captain, engineer,
cabinet maker. Very strong and fast, 7-8 cruise at 2
gals per hour, 9-10, WOT. Spares for everything. 125
Yanmar 400 hrs. Dingy w/ motor, enclosed helm.
Please call for details 941-780-5801
2013 BACK COVE BACK COVE 37 EXPRESS
(37’) - Built in the Maine Tradition - Clean design,
easy maintenance and single diesel economy with
speed. This is a 2013 model (delivered 2014) with
an upgraded 600 hp Cummins engine and Side
Power thrusters and the “Auto Glide” trim tab
options. Excellent condition, spent her life at the
Sarasota Yacht Club. 941.366.8899 johnherman-
sen@mac.com
®
REAL BOATS, REAL BOATERS
94 SOUNDINGS
36FT HUNT HARRIER 2005 Twin 370 Yanmar prop
drive. Fresh Electronics, GARMIN HD Radar. A/C.
Meticulously maintained. Rare oportunity to own
one of Hunt’s iconic designs: gorgeous, incredible
ride, fuel efficient. $335,000 Chris Fairfax at Wel-
lington yachts, cell: (508) 345-1839, cfairfax@wel-
lingtonyachts.com, cfairfax@wellingtonyachts.com
30 FT SEA RAY WEEKENDER 1985 for sale, all types trades or financing available. Low hour, mainly fresh
water, gas, with new seats, wet sanded hull, new bottom paint stored indoors. Ask $18,750 or best offer.
Aquatic Charters and Sales 978 423 7466 or Trip@neaquatic.com Amesbury, MA
32 FT NORDIC TUG PILOTHOUSE 2002, Pristine,
Groton, CT, 2nd owner, lightly used, Ivory/green in-
set, Cummins 220 (953 hrs), Genset (583 hrs), 2 AC
reverse heat, fridge, freezer, Sunbrella upholstery
(2019), Tinted windows, Avon hard bottom 9’/3.3
Mercury, Bimini, Cockpit shower. Mr. Adams at
(860) 550-1719 or Email: Lesserlight1941@gmail.
com, $149,900
29 FT MANCHESTER MANCHESTER 29 2017, Manchester 29 Built in 2017 Offered for sale at 199,000
Picnic style Luxurious cruising with sport capabilities Full Electronics package Bowthruster with joy stick
Never registered Manufacturers Demo 70 hours. Cruises at 22 knots W/O/T 42 mph. Uses one gallon of gas
per nautical mile. Great for entertaining or fishing. Located in Manchester MA See us at manchesterboat-
works.com
21’ 2007 M2 CENTER CONSOLE CATAMARAN,
22’ SISU LOBSTER/PLEASURE 1979 1979 22’ Boat runs well. It is an incredible sea boat due to the
Sisu Downeast lobster boat. A Royal Lowell design. wing between the two hulls. Twin 60 hpb4 stroke
Completely refitted in 2019 used as pleasure boat. Mercury’s. New professional paint job two years
150 hp John Deer Diesel 700 hours w/stainless steel ago. 21 feet, Beam 8; 6”.¬† Comes with a dual
exhaust and rudder. Optima batteries. 27 gal fuel axle trailer with breaks that is two years old , new
tank. Garmin 498 GPS Sonar.Draws 2.5 ft. New Awl fusion stereo, new Garmin GPS, new cushions and
Grip paint job. New cushions. 305-522-4071 brian- Bimini top. I’m going bigger, so looking to sell. Call
basilius@gmail.com Gary (914) 220-2708  or email gary.desanctis@
gmail.com
 SAILBOATS CLASSIFIEDS

Anglers
Journal

58 FT CONCORDIA CUSTOM HOLLAND 58 1986 Affordable world cruiser opportunity with this hand-
built, deck-saloon cruising yacht. Spacious three-cabin teak interior sleeps 6-7. Open ceiling galley. Raised
saloon seating and dining, elevated nav station. Heaps of storage. Forward sail locker with dual access, hy-
draulic furlers. Hull and coach-roof painted 2017. Video link: https://www.youtube.com/watch?v=qAJcd_
tYLxc&amp;t=26s Contact Wellington Yacht Partners, 401-683-6070, info@WellingtonYachts.com, www.
WellingtonYachts.com.

PHOTO BY PAT FORD

53 FT LITTLE HARBOR 53 1987 Exceptional shoal-draft Hood design built to high standards. Unique cock-
pit layout, providing easy, unmatched side access, and all sail functions at helm. One of only three built
SUBSCRIBE TODAY
with centerline queen berths forward and aft. Newer engine, generator and sails, with many other recent
upgrades. Owner motivated to move up to larger yacht. Contact Wellington Yacht Partners, 401-683-6070,
info@WellingtonYachts.com, www.WellingtonYachts.com.
OUR MISSION
Anglers Journal is not your run-of-the-mill fishing mag.
We created this publication for that special band of
enthusiasts who feel most alive when they are on the
water. This award-winning quarterly features gorgeous
photography, great writing, art, adventure, commentary
and more. Let us remind you why you first got
hooked so deeply by this special world.
Let Anglers Journal take you home.

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$29 for four issues
(Winter, Spring, Summer, Fall).
Call (800) 877-5207
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Editorial offices:
48 FT CHERUBINI 48 SCHOONER 1986 Gorgeous to look at and even more fun to sail, NARWHAL benefits Anglers Journal
10 Bokum Road
from a substantial refit (2014) with virtually every mechanical and electrical system replaced. Her combina-
Essex, CT 06426
tion of shoal draft, spirited performance, a well-balanced helm and easy sail handling along with drop-dead wsisson@aimmedia.com Find us on
gorgeous lines make for a truly iconic design and unique offering. Contact Wellington Yacht Partners, 401-
683-6070, info@WellingtonYachts.com, www.WellingtonYachts.com.

95
JUST YESTERDAY

British Seagull
I
n the early 1930s, in the English village of Poole, small ma-
chine shops and yards were busy making parts for an out-
board engine, the British Seagull, that would win a place in
history and in the hearts of those who owned one.
Flywheels, gas tanks, gears, gaskets and prop shafts were
then assembled in a harborside building on Poole Quay to make
a single-cylinder powerplant that designer John Marston called
the Marston Seagull. Soon after, engineers John Way-Hope and
Bill Pinniger took over production, changed the name to British
Seagull and introduced the brand’s famous advertising slo-
gan: “The Best Outboard Motor in the World,” which was later
changed to “for the World.”
The basic engine was a 102-cc, 1-cylinder power plant that
would change little over the years, although the reverse gear
on the early engines, which Way-Hope called “a rather sissy
refinement rendered superfluous by efficient boat handling,”
was eliminated. Fishermen and yacht owners loved the British
Seagull’s simplicity, ease of repair and low price. The British
Admiralty was also an admirer. During World War II, thousands
of British Seagulls stormed the D-Day beaches, powering assault
craft during the Allied operation that launched the invasion of
German-occupied Western Europe. (Left behind along the Nor-
mandy shore, it’s said that many Seagulls were later restored
and used by French fishermen.)
Post-war models included the 40 Minus, the 40 Plus and Cen-
tury. Later, the 170 and QB series were launched. Seagull was
selling up to 25,000 engines worldwide by the 1960s.
Trouble was on the horizon, though. The Seagull was never
meant to run quiet or “clean.” It was a simple, durable outboard
that, if properly maintained, the company insisted, was com-
pletely reliable. By the 1990s, an environmentally conscious
public demanded more from marine propulsion. Overtaken by
new technologies, British Seagull closed its doors in 1996.
But fans and engines remain. Sheridan Marine in Oxfordshire
still supplies spare parts. “Seagull outboards are tough old
birds,” says one owner. “They were a success story for an era,
and all this out of a collection of sheds in the marshes on the
edge of Poole Harbour.” —Steve Knauth

Soundings (ISSN 1526-8268, U.S.P.S. 527-030) Vol. LVII, No. 12, is published monthly for $24.97 for 12 months by Cruz Bay Publishing Inc., an Active Interest Media company. The
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96 SOUNDINGS
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