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IN THIS ISSUE
6 Logbook
Connor’s first trip to Block Island had to go perfectly
as planned—until it didn’t. Memories ensued.
10 Waterfront
What sunk one of the world’s largest aluminum boats,
and her new life today on the seafloor.
17 Inside Angle
Wonder what inspired Bill Prince’s career in yacht design?
Try 400 miles on a rust bucket down the Mississippi.
18 Stem to Stern
Find out how a paint job earned Michael Rybovich the
nickname “Sag boy from Saginaw.”
20 Life Aboard
Bob Arrington learned a valuable life lesson—love the boat
you’re in.
28 New Boats
Everglades’ angling-ready 315cc, Tiara’s crazy versatile 48
weekender, and Viking’s 90 foot sportfishing stunner.
72 Boatyard
Having a hard time making a Christmas list? Here’s every-
thing that should be under a boater’s tree this holiday.
112 In Our Wake
A gonzo engineer, an all-in young model, a speedy jet boat
and a questionable launch ramp create an epic photo shoot.
2 POWER & MOTORYACHT / DECEMBER 2023
Crafted in the Maine Tradition

IN THIS ISSUE
36 Merritt-Based
We sit down with Roy Merritt to talk about how far this
iconic boatbuilder has come and where he’s headed.
44 Рига Vida
Crocs for dodging, tropical trees for climbing and
dolphins to swim with—Gulfo Dulce Bay’s got it all.
50 Trail Blazing
An Arkscn 28 plus two novice mountain bike riders let
loose on Vashon Island—will they survive?
58 Untold Story of the ICW
How the Atlantic Intercoastal Waterway has protected
boaters and boosted our economy for 200 years.
64 Steel the One
At Linssen Yacht’s Netherlands boat factory, Jeff Moser
finds high-tech, laser sharp and heavy metal construction.
4 POWER & MOTORYACHT / DECEMBER 2023
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LOGBOOK
CORE MEMORIES
A TRIP TO BLOCK ISLAND REMINDS DAN WHAT THE REAL GOAL OF CRUISING IS.
BY DANIEL HARDING JR.
When I first learned I was going to be a father, I
made a mental list of firsts that I was looking for-
ward to: First time fishing together, first boat trip
and first time visiting Block Island—a place that
is home to many of my treasured memories. I was
able to cross that last one off my list this past summer.
I had such high hopes and expectations for the trip, I was planning
it for weeks—if not years. I even sketched my ambitious plans on
how to most efficiently maximize our island time. My notes involved
a rental car, lighthouse tours, meals out, shopping, a zoo, hikes and
other sundry outings.
After tying up at the New Harbor Boat Ba-
sin, Connor found solitude in the forward berth
where he watched cartoons. Surely his indoctri-
nation could wait 20 minutes while Karen picked
up a couple frozen cocktails from The Oar. Our
ambitions for the day cooled off faster than you
can say, “HI have a second mudslide please.”
But no matter, we have four more long days
here, I thought. Our second day brought cold,
cloudy weather and drizzle that further damp-
ened our desire to tick off the many touristy
items from my list. The highlight was meeting
up with my parents who also joined by boat for
a nice dinner. Coincidentally my colleague and
friend Bill Sisson was hosting a book reading for
Seasons of the Striper right next door. His reading
was a fun way to end the evening, even if it wasn’t
on my list.
About the time I was really raring to get up
early and knock out my must-visit list it was
Wednesday morning and the forecast shifted
on us. Our original departure date needed to move up a day to
avoid a blow-out. It felt as if our trip was nearing an end before
it even got started.
After a leisurely pancake breakfast, which is becoming one of my
favorite boat traditions, I grabbed some tokens and took Connor up
to the New Harbor bathrooms for a “quick” shower. Now, I was re-
ally kidding myself. He chatted and babbled away as I did my best to
shield him from rampant old-man nudity. Getting a toddler clean in
a three-by-three shower stall was not as relaxing as it sounds. Around
this time Karen took our dog Salty for a run around the island so
Connor and I made our way to the rocky beach right behind the
marina. I sat on a waterlogged piling and watched as he happily
threw shell after shell into the water and made all kinds of sound ef-
fects. I wondered what was going on in his imaginary world. I took a
4-minute video of him playing with those shells and just being silly,
knowing I would want to revisit the memory in the years to come.
I threw some shells with Connor for a bit and also threw away my
to-do list. Making happy memories was always the main goal. In the
afternoon, the clouds cleared and we finally felt the warm sun on our
skin. We took the dinghy over to a sandy beach. Karen got to relax
a bit and have a drink with my mom while Connor tried his best to
tire out his grandpa while making sandcastle birthday cakes and run-
ning around with me as we pretended to fight off invading pirates.
Much too soon our trip had ended, and we were back home. I
laughed when I saw my original list of Block Island to dos on my
kitchen table. We did almost none of it, yet I still felt like I just got
back from a Transatlantic crossing. I had been thinking a lot about
how much I wanted Karen and Connor to have great early memories
of cruising together. I wondered if the trip had left any impression
on Connor at all as he was still a few weeks shy of his third birthday.
I got my answer later that evening. Connor, with ever the wild
imagination, laid a blanket on the floor of our living room and said,
“This is my dinghy, and were leaving the dinghy dock to go to the
beach and make sandcastles, come on, Momma.”
Karen and I looked at each other and smiled. Mission accom-
plished. □
6 POWER & MOTORYACHT / DECEMBER 2023
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LEGENDS OF THE FALL
FROM JIMMY BUFFETT TO ROY MERRITT TO THE BUILDER OF THE MOST BEAUTIFUL BOATS
YOU NEVER HEARD OF, GO DEEP ON THE LATEST POWER & MOTORYACHT PODCASTS.
At Power & Motoryacht, we take our role as the definitive source for the
best boating stories in boating seriously. Whether you’re wrenching on an
inboard up north, making headway down south or stuck in traffic traile-
ring to the coast, you can dive deeper into the stories and personalities
we cover on the Power dr Motoryacht Podcast. On our most recent pod,
“An Uncommon Owner of Uncommon Boats,” Dan interviews Radenko Milakovich,
the devoted owner of J Craft boats. Milakovich describes his completely unconventional
pathway from escaping Gorbachev-era Russia to becoming the builder of some of the
most beautifully crafted motoryachts we’ve ever seen. You can also sit down with Senior
Editor Chris Dixon and Roy Merritt as the builder of some of the world’s most iconic
sportfishers breaks down a 100-year family boatbuilding legacy and what it takes to work
with some of the most knowledgeable, demanding and interesting clients in the world—
folks like Jimmy Buffett. And speaking of Mr. Buffett, back in 1999, our own Chris
Dixon had the great fortune of being hired by the late, great pirate to document his life
and tour—and they remained friends and colleagues until Jimmy’s untimely passing in
September. In our “Live Like Jimmy” pod, Dan turns the tables on Chris, interviewing
him about two decades hairball adventures in the air and on the water with one of the
most brilliant and fascinating boaters to ever take the helm. П
AIM MARINE GROUPS
POWER
OCMOTORYACHT
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PUBLISHER WADE LUCE
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8 POWER & MOTORYACHT / DECEMBER 2023
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10 POWER & MOTORYACHT / DECEMBER 2023
TIME AFTER TIME
ONE OF THE MOST FAMOUS AMERICAN-BUILT SUPERYACHTS
FINDS NEW PURPOSE AS AN ARTIFICIAL REEF.
BY DIANE M. BYRNE / PHOTOS BY TOM SERIO
Some people joke that if it weren’t for bad luck, they’d have no luck at
all. The renowned, 126-foot Time might have told similar tales. The
world’s largest aluminum yacht was delivered in 1987, but over the
last couple of decades, she’s been neglected—and even arrested. De-
spite a buyer committing to breathing new life into her, it just wasn’t
meant to be. Or, more accurately, it wasn’t meant to be the way he expected. Time
is submerged in 162 feet of water about 15 miles southeast of Florida’s Fort Pierce
Inlet. She holds the distinction of being the first supcryacht turned into an artificial
reef, officially the A.A. Hendry Reef. Despite the many trials and tribulations that
befell her, she has a happy ending.
Time was built in Wisconsin at the Palmer Johnson shipyard. Besides being the
world’s largest aluminum yacht, she had daringly different design. Times American
owner, with the naval architect Tom Fexas, upended tradition with a super-sleek
stance and dramatic curves flanking what today is called a multi-level, open-air
beach club. Additionally, the 126-footer, with an interior by J.C. Espinosa and the
architect Diane Atwood, achieved a top speed exceeding 30 knots.
Though it’s unclear when that owner sold her, a Mexican yachtsman acquired
her in the early to mid-2000s. When he listed her for sale in 2007, yacht spotters
noticed her looking worse for wear. The U.S. Marshals arrested Time shortly there-
after, according to Arthur Barbcito, a naval architect and the president of AMB De-
sign Consulting Group. A client of Barbeito’s bought the yacht from the Marshals,
intending a minor refit.
Things didn’t work out as planned, though. Once Time settled into a Miami
shipyard, Barbeito says, they discovered mold in her insulation. Everything needed
stripping out. Since the yacht was bare metal, the owner decided to add a pool aft
and a gym below decks. “It was basically a do-over at that point,” Barbeito recalls.
Work stopped for a few years at the owners request, but he contacted Barbeito
again in 2021, wanting Time transported to a Stuart shipyard for the remaining
rebuild. Sadly, furnishings hadn’t been kept in climate-controlled storage, and some
of the installed wood paneling required replacing, too. The daunting (and expen-
sive) prospect of starting over once again was too much for the owner to bear.
While others might have sold her for scrap or abandoned her, Barbeito recom-
mended donating her to create an artificial reef. Following inquiries up and down
Florida’s east coast, the owner’s team met the Marine Cleanup Initiative (MCI), a
non-profit in Fort Pierce promoting initiatives that improve Florida’s waters. Suitably,
it managed five artificial-reef creations in 2021. MCI contacted colleagues at the St.
Lucie County Artificial Reef Program, headed by Jim Oppenborn. “The yacht was
handed to us on a silver—or aluminum, so to speak—platter,” Oppenborn says.
POWER & MOTORYACHT / DECEMBER 2023 11
WATERFRONT
Thanks to fundraising efforts and donations from the owner and
the Martin County Anglers Club, MCI managed the long prepping
process for deployment. Beginning in the summer of 2022, the or-
ganization secured everything from the shipyards and craftspeople to
the tugboats that transported Time from Fort Pierce on July 15th of
this year. As the Coast Guard and dozens of boaters watched, Time
sank stern first. Cheers, applause, and the sounds of horns filled the
air as final tribute when her bow slipped out of sight.
About two weeks after deployment, St. Lucie County con-
ducted a dive assessment. Already, tiny organisms had attached to
her structure, and amberjack and gray snapper, among other fish,
were swimming amid hatches and decks. County and MCI rep-
resentatives are eagerly anticipating a particular species of coral
moving in, too. Oculina varicosa, AKA ivory tree coral, forms a
90-mile reef from Port Pierce to Daytona, the only one of its kind
in the world. Two nearby ships-turned-artificial reefs have been
documented with the rare coral as
well. Scientists from nearby universi-
ties will be able to inspect Time for
the coral, which could begin show-
ing up within a year.
You should be able to see her, too,
if you’re a technical diver. Her sink-
ing coordinates were 27°26’12.0” N
80°0Г08.0” W. Better yet, you can
volunteer to assist the St. Lucie County
artificial reef program with its inspec-
tions and data gathering.
Barbeito is glad the yacht has found
a new purpose. “The fish population
is so depleted, we need it,” he says.
In reflecting on why his client fell
in love with the yacht, he asserts, “It
was a great boat. Tom was an excel-
lent designer.”
Surely, the fish off Fort Pierce—and
soon the coral—will agree. “I
12 POWER & MOTORYACHT / DECEMBER 2023
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FUN ON FOILS
WHEN SURFING MEETS FLYING, THE SKY’S THE LIMIT.
BY CHRIS DIXON
Let’s get this out of the way immediately: You don’t need
a Lift 200 v4 electric foilboard. Want on the other hand,
well, want makes the world go ‘round. And after running
around with my son atop a pair of $12,000 lithium-pow-
ered Lift 200 foilboards, I want one.
If you’ve been living under coral lately, foils are the rage not only
for boats, but boardsports. The concept is remarkably simple: You’re
standing—or even lying—and flying atop a lightweight epoxy or
carbon fiber surfboard that’s mounted to a hydrodynamically shaped
pole that is then attached to an underwater wing and tail stabilizer
setup. The problem is, balancing atop foilboard can be fiendishly
difficult even for an experienced surfer. Whether behind a boat, on a
wave or with the wind, there is a long and painful learning curve be-
cause you’re dealing with roll, pitch and yaw. And man, yaw wrong,
and you can get pitched—hard—and those wings? Ouch.
Enter the e-foil. Because you can start out slow, an electric foil-
board can potentially drop a months-long learning curve down to
a day. To put this to the test, my 14-year-old son Fritz and I met
up with JP Lurkin and Instructor Colin McQueen of Charleston’s
Force Kite & Wake. McQueen explained the handheld bluetooth
remote—basically a wireless trigger throttle—along with first steps;
start out lying on the board to get a feel for moving through the
water. Standing wouldn’t be much different from popping up on a
surfboard; plane at a modest stable speed and pop onto a sideways
stance before going fast enough to lift onto the foil. Then cruise
around until we felt confident enough to give sufficient juice for
the foils to engage. The other thing about a foilboard, said Mc-
Queen, “You have to learn to fall properly.” Most injuries come
when people kick the board outward and then fall onto the boom
or the blades. Thus, dive or jump away from the board. Oh, and
the propeller is surrounded by a skin-protecting shroud, but the
instant you fall, release the throttle.
A half hour later, Fritz and I donned helmets and dropped the
65-pound fully-assembled Lift boards into an Intracoastal tributary.
McQueen dialed the throttle back to a low level for our first foray.
“It will still be plenty, and you’ll get well over an hour of runtime,”
he promised.
We first rode prone on these nearly silent, powerful little ma-
chines—seeking the moment the foils would take over. Typically, at
that point, our weight would be too far back, the board would zoom
skyward and we’d wipe out. It actually seemed easier to stand, so after
a few false starts and endos, we managed to gain a foothold. From
there, the experience was both challenging and amazing. Though it
has elements of traditional boardsports, because you’re basically fly-
ing, foiling is an entirely new sensation. At first, we were frankly,
perplexed, wiping out again and again with no damage done except
to our pride. Then, slowly, we began to figure out how to foil just a
couple of inches off the water. Then a couple of inches more. Then
a couple more. When fully airborne, the speed increase was an ab-
solute rush. Up on the foil, there’s a bizarre quiet. Turning was an-
other lesson in fine-point balance. The foils only need a very modest
weight shift to arc you into a turn. Then came the bizarre sensation
of confronting boat wakes. You’d motor towards a wake expecting to
be bounced around, but the foil just cut right through like butter.
It was bizarre. It was fun. After an hour and a half, Fritz and I were
both worn out—as were our batteries. So, we headed back to the
dock with a whole new set of motor skills now tentatively wired into
our brains. We want one. П
14 POWER & MOTORYACHT / DECEMBER 2023
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MEMORY MAKER
400 MILES ON A RUSTY HOUSEBOAT PROVIDES LESSONS-AND MEMORIES-FOR A LIFETIME.
BY BILL PRINCE
A career in yacht design doesn’t happen by accident. In
my case, the cruising adventures I had as a kid had a
lot to do with my passion for boats. This is the story
of one of those adventures.
“My dad asked if we want to drive south tomor-
row and help his buddies deliver a 70-foot Hattie up to St. Paul,”
my high school friend Zach said over the phone. Well, yeah. I’m
16, it’s the height of summer. A week on board a 70-foot Hatteras
motoryacht sounds great.
My parents were good with it, so the next day Zach and four of
his dad’s friends arrived in a Chevy Suburban towing a trailer full of
gear and dozens of 8-foot two-by-fours. We lumbered 400 miles south
from St. Paul. Upon arrival I discovered that the vessel in question was
not, in fact, a beautiful Hatteras motoryacht but a 70-foot “Mattie,” a
30-year-old rusty steel houseboat nearing the end of its serviceable life
as a private vessel. We were there as cheap labor to demo the boat’s in-
terior as we plodded against the current of the mighty Mississippi back
to St. Paul, where the boat would become a dinner cruiser.
The old tub’s new owner assigned duties the first evening. Ours was
food. With 600 dollars of cash in hand, Zach and I drove the Sub-
urban into downtown Quincy, Illinois. Giving two teenage boys the
responsibility of procuring a week’s provisions for six guys is a matter
of questionable judgment but we sallied forth aisle by aisle, loading
carts with dozens of frozen pizzas, Oreos, chips and Mountain Dew.
The Suburban loaded, I turned the key, released the parking brake
and yanked that sinewy old GM transmission lever into reverse. A
little tip of the gas pedal and ... nothing. A touch more gas. Noise,
but the ‘Burban was not backing down. After several attempts we
knew we were in a pickle. This was 1989, before everyone and their
chihuahua had a phone, so with a bricked SUV we were faced with
the prospect of carrying 300 pounds of groceries to the boat, in the
dark. In what we quickly determined with our limited 16-year-old
street smarts was not exactly Mr. Rogers’ neighborhood.
I sheepishly flagged down a cop who had just appeared. He tucked
his squad behind the Chevy and sized up the situation; two kids
at 10:00 p.m. with a lifetime supply of Twizzlers and out-of-state
plates. Since it wasn’t my truck, I didn’t have a clue what the problem
was, but one of Quincy’s finest soon got us on the move after a few
whacks at the parking brake cable with his night stick.
The 70-footer was underpowered with stern drives, which were
ancient even then. Immediately upon our morning departure, the
tie bar connecting the steering outdrive to the slave outdrive took
a dive into the river. Hilarity ensued. Mere moments after releasing
the port stern line, I stood at the transom corner watching helplessly
as this big steel barge broadsided a concrete mooring bollard a half
mile downstream of the first of 21 locks we were to traverse over the
next week. The sound of the boat shuddering and launching steel
shrapnel into the air is one I still remember.
Our boat was barely steerable now. And one engine was stuck in
reverse so the skipper managed to back down into the lock chamber.
Using one of the aforementioned two-by-fours, the 6-foot, 7-inch
owner of the boat fashioned a makeshift tie bar between the out-
drives while the lock flooded. For “safety’s sake,” four of us held his
ankles while he dangled his torso over the transom and hung between
the drives. By the time those lock gates opened, his work was done.
We backed up the river a half mile, managed to engage forward and
made the 180-degree turn. That wooden tie bar never failed over the
next 466 miles of our remarkable journey.
More calamity and hilarity ensued throughout the week, capped by
shoving this 20-foot-wide rusty sled through a 14-foot-wide clearing
of trees guarding the entrance to the small harbor where we’d success-
fully delivered the not-Hatteras motoryacht. Making memories! П
16 POWER & MOTORYACHT / DECEMBER 2023
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ART OF THE BRUSH
PAINTING A BOAT BY HAND MIGHT BE A DYING ART BUT PASSION FOR DOING A JOB RIGHT LIVES ON.
BY MICHAEL RYBOVICH
This month, as I look across the service yard, I gaze upon
two huge, white, shrink-wrap tents over on the south
rail. The tents are temporary structures for spray paint-
ing. With an involuntary shake of my head, I recall the
days when all of our paint work was brush-applied, and
our paint crew was the best in the business at slinging that old 99. It
was a much simpler process than atomization and one that required
far less labor and material. No bagging off, no multiple entire sleeves
of masking tape, no roll upon roll of Visqueen and green paper. No
three-step priming process with various atomized epoxy fillers. No
fear of compressed air contaminants requiring large, screw-type com-
pressors, filters and driers. No opportunistic neighbors demanding
that we pay to have their parked cars painted because we somehow
over-sprayed them on a freak wind, and no $30,000 temporary ex-
pendable structure. Painting boats, like most everything in modern
life, has become labor intensive and inefficient while inundating the
landfills with disposables.
Much of what made our old yard a cut above the rest was plain old
good luck. We were lucky to have been blessed with a blank canvas
from the Almighty for creativity and innovation and, equally impor-
tant, lucky to have access to exceptional human resources as well.
In the late 1940’s and early 1950’s, hard-working blue-collar men,
coming out of two wars, hired on at the yard with skills acquired
in the service of their country. Another wave of great men with ex-
ceptional skills arrived at the yard in the late fifties and early sixties,
driven here in exile by a ruthless, socialist revolutionary in Cuba.
Our paint crew was made up of a talented bunch of diligent souls
who were led by my perfectionist uncle, Tommy Rybovich. Men like
Jimmy Becker, Gormy Covar, Leonard Bortner, Marshal Bourland,
Ignacio Leon, Raul Castillo and Rolando Munos. These men took
their orders from an ex-B-17 bomber pilot, turning out excellence
following a daily morning meeting for assignment, conducted like
a pre-flight mission briefing in front of the paint shop. The orders
were clear and concise, and ended without debate with a “Let’s get to
work,” and a “Yes, sir.” Custom colors were mixed by Tommy from
his formulas, scrawled by hand on a legal pad, hanging over the vats
of mineral spirits. Try that part about ending without debate today:
“My weather app says we shouldn’t paint today because it’s going to
rain somewhere in the solar system.” “Is there a YouTube video that
shows how to clean my gun?” “I’m using too much data. What’s the
yard WiFi password again?” “Can I work from home?”
In analog days, a boat was hauled, jitterbugged outside, blown-
off and cross-hauled into the clean sheds. Paint was applied with
a brush, a paint brush—see Wikipedia, and not mixed with com-
pressed air, sending half of it into the О-zone. All of the paint went
on the boat with no mass consumption of extravagant throw-away
materials. The hull sides had a %-inch tape line at the sheer guard
and one at the boot. There were two men per side, one high, one
low. You could start at the bow and do one side at a time if she had
a stem-iron, or start at the stern and come around a painted stem.
18 POWER & MOTORYACHT / DECEMBER 2023
Brush back into your paint and maintain a wet edge. Most boats
had a boot line scribed into the hull which made for easy taping or
cutting. On new boats, we marked the boot with a string, stretched
over two horses, and scribed the line in with a batten and a marking
gauge. When it came time for bottom paint, we cut the line in on the
lower scribe with a brush. If my old mentor Marshall Ray caught you
taping a boot for bottom paint, you would never hear the end of it.
The marine enamels of choice in those days were good for 1 to
2 years in the Florida sun. That meant that most of our customers
would be in, once every 1 to 2 years, on a staggered schedule for paint.
The frequency of this disassembly and re-assembly allowed for dis-
covery of problems before they became real issues. The large volume
of paint work in the yard was accommodated by far less labor and
material in each job. The process was relatively quick. Hardware was
removed and re-installed, after painting with Dolfinite (white, natu-
ral and mahogany), so it could be taken apart again. All fastening was
done with heavy chrome brass slot-
ted screws. Each 10 x 114 oval head
slot was lined up on her guards.
There were no cheap-ass, Global-
ist, Chinese stainless, Phillips head
screws that need to be electro-pol-
ished and passivated and still bleed
rust down the side of a new paint
job, even though they were ordered
in 316. Tef-gel? It didn’t exist and
we didn’t need it. With the industry
conversion to spray-applied ure-
thanes, the re-paint schedule has
been stretched to five years and sig-
nificantly beyond that with acrylics
and polish. The average paint job
has increased from $100 per foot in
brushed enamel to $1,500 per foot
in spray-applied urethane. The long
intervals now between paint jobs
are a breeding ground for corrosion, leaks and general deterioration.
Out of sight = out of mind = out of pocket.
Our first spray-applied linear polyurethane paint job was in 1975,
three years after the untimely demise of my Uncle Tommy. Initially,
we played with Awlgrip, which was originally marketed as Aluma-
grip, a product that had established a stellar reputation for longevity
in the aircraft industry. There was a lot of preparation involved, in-
cluding major modifications to the sheds with multiple filter panels,
explosion-proof lighting, and huge down-draft blowers which blew
into water trays in my grandmother’s side yard. Dad had a 36-foot
Hatteras convertible at the time and volunteered his boat as the lab
rat. Jimmy and Arty got the first shot at the gun and suited-up in
paint suits, spray socks and respirators. Holding their guns and hoses
as they approached the shed, it looked to the rest of us like a scene
from a NASA pre-launch. The first and second shots were practice
runs. Getting familiar with the gun, the product and the primers
took some time and we learned where the pitfalls were on that little
Hatteras. Jimmy and Arty nailed the third hull shot several days later.
Employees, customers and boat crew anxiously peeked into the shed
at the end of the day to see the “new stuff.” Good God Almighty,
the smooth surface and the reflective high-gloss were incredible! In
no time, the word was out, and everyone wanted their boat to be
painted with Awlgrip. Painting a boat had now become a complex,
expensive operation. Paint jobs took three times as long to complete,
the yard schedule became impossible to maintain, and customers be-
gan to go elsewhere. It was the end of the innocence for our paint
crew and the end of oil-based enamels.
Over time, we experimented with other linear and acrylic ure-
thanes including Sterling, Imron, Jet Glow, Acri-Glow, Awl-Craft,
Alcxseal and others. It’s funny how the introduction of a new prod-
uct in the industry is always met with great fanfare and an assurance
that it is better than anything before. Customers and captains insist
that we use the new “Poly-Raz-
Ma-Taz” because Smith and Jones’s
boatyard is using it. Be careful. The
truth is, we all use what works best
for us and our customers. Simplic-
ity and consistency are still the
foundation of great work. We, like
anyone else, have our favorites and
have been burned more than once
by rhe latest and the greatest. If we
tell you something is a problem, it’s
because we’ve tried it and ... it’s a
problem. With spray-applied paint,
each time a man picks up the gun,
he faces the possibility of contami-
nation, negative atmospheric in-
fluences, equipment malfunction,
product failure and human error.
My first attempt with the gun re-
sulted in multiple sags down both
sides of a new hull. Upon inspection, our lead spray man at the time,
Dave Lioce, bestowed upon me the name “Sag Boy from Saginaw”
...Very funny, Dave. Minimizing the potential for each of these un-
desirable results is a full-time job we take very seriously. One doesn’t
just grab a brush and sling paint anymore. Those days are long gone.
Waxing nostalgic won’t get us back to those simpler times. Spray
painting is here to stay, even in residential construction. You couldn’t
hire a qualified, large area brush man today if your life depended on
it. Fortunately, we have a first-class spray crew here along with several
senior citizen brush men who are handing the torch of a lost art to
family and two eager young ladies. Bernard, Clarke, Fred and their
band of misfits consistently turn out excellence with the brush and
gun and, like our old enamel crew, make us look like we know what
we’re doing. They work hard, give a damn, and having them here is
nothing but that plain old good luck. The “Sag Boy from Saginaw”
counts his blessings everyday. П
POWER & MOTORYACHT / DECEMBER 2023 19
LIFE ABOARD
BOAT AND LET BOAT
THOUGH SHALL NOT COVET THY NEIGHBOR’S VESSEL.
BY BOB ARRINGTON / PHOTO BY DORI ARRINGTON
When raised by a father from rural Tennessee, one
is reared on the rich southern idioms so prevalent
in his world. Most of his sage advice began with
“boy..and to this day, his voice and counseling
are ever-present in my life. I was reminded of this
recently when navigating a narrow waterway, surrounded by pontoon
boats and an assortment of other small craft haphazardly crossing our
bow. Feeling a little superior looking down on the small boats from our
upper helm, my fathers voice rang loudly in my ears saying: “Boy, you
be careful not to get too big fer yer britches there.”
atmosphere. Maybe it’s a dip in the marina pool or a snack at the
grill. Maybe it’s just swapping stories with boat neighbors on the
dock. This is their boating life, who are we to denigrate it, or claim
any other use of a boat is better?
Recently, I had the opportunity to speak with a gentleman who
just completed a circumnavigation of the Southern Ocean, below all
of the great Capes. An impressive feat by anyone’s standards. But as
I listened to his story, I was reminded of another conversation with
a couple who had just completed a circumnavigation of the Del-
marva peninsula in their 41-foot express cruiser. The two stories had
a striking similarity; tales
of adverse weather, arrivals
into unfamiliar ports, the
excitement of dolphins
playing in their wake,
and lessons learned along
the way, making each a
better, more experienced
boater. As far as how the
boaters felt at the end of
the journey, there was very
little separating these two
adventures. Each was left
with a sense of pride—and
memories that would last
them a lifetime.
It also doesn’t mat-
I admit, I was figuratively, as much as literally looking down on
those boats, and at my father’s insistence was forced to ask myself,
why? Since when does boating in a bigger boat make me any better,
or make it any more fun? With Emerson’s Laws of Compensation
predictably in place, this was also the time that a 90-foot yacht ap-
proaching our stern politely asked if we could move over to the red
side of the channel so they could pass us to port. As I was looking up
at the folks on the upper helm of their yacht passing by, this whole
picture came into focus for me.
This brought to mind another idiom dad would have appreciated:
“It’s best to dance with the one who brung ya,” or said another way,
let’s all just enjoy the boat we’re in and not look down upon or covet
anyone else’s. Who’s to say what kind of boating is better or more
fun? Our marina has a wide variety of boat sizes and styles, from
large yachts to center consoles. We also have our share of boats that
rarely—if ever—leave the slips. I’ve observed that when those boats’
owners come down to their boats on Friday evening, they are just as
excited to be at the marina and on their boat as anyone else. So what
if their lines stay tied to the dock? They’re on their boat enjoying the
ter whether it’s power or sail. I have little tolerance for the petty
bickering between boat styles and methods of propulsion. I say
live and let live, or in our case, boat and let boat. I can person-
ally attest, there is little difference between the feeling of a tiny
Sunfish’s lateen sail filled with wind while racing across the lake,
and that of having the toe rail kissing the surface of the Caribbean
aboard a 51-foot Hylas. Each is exhilarating, each comes with its
own challenges and risks.
You can enjoy boating on so many different levels, it’s a little like
listening to music: you may be content just singing along and tap-
ping your feet, while the person next to you is analyzing the cord
structure and measuring the timbre and staccato of each note. But
it doesn’t mean they’re enjoying the music any more than you are.
If we boil boating down to the benefits we receive from it (sense
of freedom, sensory experience, stress relief, sun, fresh air, commu-
nity, or a sense of accomplishment) then we quickly see how all of
these can be appreciated whether you’re paddling a canoe or piloting
a yacht. Here’s to enjoying the boat you’re in—however you choose to
use it—and to being happy for others doing the same. “I
20 POWER & MOTORYACHT / DECEMBER 2023

VIKING 90
THE NEW LONGBOAT OF THE VIKING FLEET CAPTURES THE IMAGINATION
AND INTEREST OF BOATERS THE WORLD OVER.
If you were at last year’s Miami boat show and missed the Vi-
king 90, you either need to get your eyes checked or you spent
way too much time in the Goslings tent—no judgment either
way. I say this because it was by far the can’t miss’ yacht of the
show. Resting near the entrance of the show on the facedock, it
seemed like the bow stretched for miles while sloping gracefully into
the sky—fitting I suppose for the so-called three-tier Skybridge ver-
sion of the builder’s new flagship.
The new 90 replaces its predecessor, the Viking 92. The down-
size, if you can say that with a straight face, was due in part because
after so many years on the throne, she was scheduled for a refresh,
and because at 90 feet she circumvented costly (a relative term, of
22 POWER & MOTORYACHT / DECEMBER 2023
course) emissions regulations.
“We were not going to be forced into installing SCR (selective cat-
alytic reduction),” said CEO Pat Healey in a statement. “With the
new 90, we invested $20 million to develop a new flagship sportfish-
ing yacht that does not require SCR. It was a cosdy decision but one
that had to be made because it’s the best product for our owners.”
One of the primary areas that saw a design change is the
224-square foot cockpit, which is an absolute fishing arena complete
with a 203-gallon transom fishbox. On the 90, they shifted all of
the climate-controlled seating so it’s now facing aft and allows guests
to watch the baits or simply see the horizon disappear in its wake.
Should you tire from either view, if that’s possible, a 43-inch TV can
lower from the overhead, and you can catch the game. The seating
area appears to be wrapped in a high-gloss teak but that’s thanks to
some sleight of hand. The “wood” is actually an expertly crafted faux
teak; only knocking on it reveals its true identity.
When exploring the 90 before the opening of the show (the only
time it wasn’t filled with eager buyers and sportfish enthusiasts)
my colleague, Anglers Journal Editor-in-Chief Charlie Levine and
I were torn as to whether we should take in the salon or engine
room first. That lasted all of three seconds as we stepped down past
the crew cabins and into the belly of the beast, where twin 2,600
horsepower MTU Series 2000s awaited (CAT C32A 1925s and
CAT C32B 2400s are also available).
I’m not sure what was most impressive in that space; the seven-plus
feet of headroom, the price tag of $100,000 dollars for the Omni sonar,
POWER & MOTORYACHT / DECEMBER 2023 23
NEW BOATS
Beam: 23’2"
Draft: 5’11"
Displ.: 203,000 lb.
Fuel: 3,801 gal.
Water: 480 gal.
Power: 2/1,925-mhp
CATC32A (base),
2/2,433-mhp CAT
C32B, 2/2,600-hp
MTU Series 2000
LOA: 90'
24 POWER & MOTORYACHT / DECEMBER 2023
the ventilation, the ability to walk around the 16-cylinder powerplants
or just how clean everything was. “I feel like you could operate on
someone in here, it’s that clean,” said Charlie. “You know, if need be.”
After marveling at the space long enough, we finally went topsides.
At the push of a button the salon door whisks open—long gone are
the days of actually turning knobs. In an instant you’re transported
from a sportfish battleground into the comfort of a superyacht. The
dichotomy of the cockpit and salon truly epitomizes this model. For
a number of years, Viking was heavily invested in their line of mo-
toryachts, something they seem to have pivoted away from in re-
cent years to focus on their sportfishermen and Valhalla lines. But in
many ways, they’ve taken those motoryacht skills—the high level of
comfort and attention to detail—and blended that into a boat that
could honestly be designated as a sportfishing motoryacht.
What I liked best about the salon is the optional set of five barstools
around the galley high-top with a built-in wine fridge. A dinette to
port looks like it could fit a dozen guests for a proper dinner party.
The 90 boasts five staterooms and crew quarters that all live up to
the Viking standard. The full beam master is, as you’d expect, espe-
cially enormous and luxurious. One small point that emphasizes the
attention to detail in this boat are varnished teak television frames
that are built in-house and keep the wires hidden. It’s sometimes
those small details that make a big difference.
I could rave about the features of rhe Viking 90 all day if you let
me, but perhaps the best way to get a sense of this boat is to join the
410,000 others who watched our video of the 90 on Power & Moto-
ryacht's YouTube channel.
Speaking of that video, it’s said that you should never read the com-
ments on your YouTube videos. And now I know why. I recently read
all 258 comments when writing this review. While the vast majority of
the commenters sang the praises of the New Jersey based sportfishing
giant, others were less kind (side note: I don’t think the kind of people
who actually buy $ 15 million sportfishermen waste much of their time
POWER & MOTORYACHT / DECEMBER 2023 25
NEW BOATS
living in the comment sections, they’re out
living in the real world). @MrTallpoppy58,
for example, called me a knob for using
the word motor in the engine room, which
sparked its own side conversation in the com-
ments. @MrJoeFlorida actually dropped a
clever line criticizing the title (The highly an-
ticipated flagship of the Viking army debuts)
by saying “Wouldn’t that be the flagship of
the Viking Navy and not army?” @Morgan-
Daviesl816 felt compelled to write, “Could
these guys be anymore awkward.Big talk
from a man with 7 subscribers.
The only legitimate critique of the boat itself
that held any merit whatsoever was from boat-
ers who took issue with the Crafstman toolbox
mounted in the engine room. The Internet, it
seems, was unanimous in their preference for
American-made Snap-On tools.
Regardless of what serious boaters and
trolls alike say on the Internet, I get the final
word here, so I’ll share what impressed me
most about the 90. The first, is that at the
time hull number one debuted in Miami,
Viking had already sold the next 15 boats.
15! And second, I had the chance to see the
90 in build just 5 months prior to its debut
and it seemed that there was an awful lot of
work left to do; the engines were even still
wrapped on pallets at the time. But that’s the
real secret ingredient at Viking: the men and
women who build these boats. The Viking
army, err, Navy I suppose, in New Gretna,
New Jersey has an awful lot to be proud of
with this one. —Daniel Harding Jr. □
26 POWER & MOTORYACHT / DECEMBER 2023
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28 POWER & MOTORYACHT / DECEMBER 2023
NEW BOATS
TIARA 48 LE
A STATE-OF-THE-ART CRUISER FROM TIARA YACHTS,
THE 48 LE ENCOURAGES FAMILIES TO SPEND A LOT
MORE TIME ON THE WATER.
With Lake Macatawa in our wake, we clear the
channel and enter Lake Michigan, where a
light hreeze and easy seas make for a nice start
to a summer day. The sand beaches and rolling
dunes along the shore light up when the sun
cleaves the low cloud cover, and the morning rays turn the land-
mark Holland Harbor Lighthouse into an even bolder shade of red.
Because it’s one of the most photographed lighthouses in Michigan,
most of our crew have pictures of “Big Red” in their camera rolls al-
ready, but that doesn’t stop anyone from pulling out their cell phone
to capture a few more shots. It’s one of those days when we just can’t
get enough of a good thing.
The same can be said of the boat. Our ride is the 48 LE from Ti-
ara Yachts, a family-owned builder based in Holland, Michigan. The
LE stands for Luxury Express cruiser. On this boat, luxury seems to
mean multiple social zones with sleek aesthetics, high-tech systems
that make vessel operation easy and time aboard comfortable, plus
rousing performance, courtesy of the 1,800 horses on the transom.
Our plan is to spend an hour or so aboard to explore the lake and
get the feel for this new model. Personally, I wish we had more time
on board to enjoy the 48 LE, which to my eye looks more like a yacht
than a cruiser, but the boat and its crew are on a tight schedule today,
so we’ll make do with a short run.
The concept of a packed schedule is what inspired Tiara two
years ago to launch the sistership to this boat, the 48 LS (or Lux-
POWER & MOTORYACHT / DECEMBER 2023 29
NEW BOATS
ury Sport). That boat was designed as a dayboat for people with
limited leisure time whod prefer to go flat-out when the sun is
shining. Since its debut, the 48 LS has found many fans. It’s now
one of the most popular models in the builders lineup. Tiara staff-
ers say its size is a big part of its appeal—48 feet, it seems, is a
sweet spot in the company’s LOA range. The success of the 48 LS
is one reason the builder developed this 48 LE, but they’re very
different boats. The LE—with its roomy salon, galley, two private
heads, two staterooms and sleeping accommodations for up to six
passengers—is a serious cruiser for people who want to spend days
and nights aboard.
Josh Emmick, Tiara’s business development manager, is at the
helm as we leave Big Red behind us. A trio of 600 horsepower Mer-
cury Verado outboards are gently rumbling behind the boat. The
48 LE was designed around this propulsion package; as a result, the
motors should deliver good speed and range.
Emmick throttles up to a cruising speed near 5000 rpm, where
the 48 LE runs at 36.7 knots and consumes 92.3 gallons of fuel per
hour. At this lively pace, the boat gets .40 nautical miles to a gallon
for a range of 236 nautical miles. We won’t travel that kind of dis-
tance today, but long passages should be delightful in this enclosed
salon, with its teak sole, thickly upholstered settee, huge Webasto
sunroof and glazing all around.
We begin our run with the power window on the aft bulkhead
dropped down and the salon door open. The breeze feels great,
and I think I want more of it, until Tiara’s Whitney Vishey pulls
the door shut and presses a button to close the window. Suddenly,
the sound of silence feels as good on the ears as the breeze felt at
our backs; the quiet will most likely make extended runs easier on
the crew. At this speed, the decibel level is close to 70, but if you
throttle back to a slow cruise near 3500 rpm, decibels hit pleasant
and unusually quiet notes in the low 60s.
There are features to make the captain’s work easier. The opening
window next to the helm station, for instance, allows the skipper
to talk with crew on deck when they’re setting the hook in an an-
chorage.
Vishey, Tiara’s director of marketing, approaches the portside
bench seat to demonstrate one of the multiple “transformational”
features on the 48 LE. She presses a button under the seat to release
a locking mechanism, then slides the bench forward to expand the
four-person settee by at least a foot, maybe two. The process, which
is low effort, is the first step in converting the settee to a berth for
an adult or two children.
We step out into the cockpit just as Tiara’s flagship, the EX 60,
passes us to port. There are about six people aboard, all Tiara em-
ployees who are busy prepping the boat for delivery to its new own-
ers. Emmick says the company sells about 220 boats a year. That’s a
big number, “but it’s not in the thousands,” he says, and that allows
the company to stay on top of things and provide every customer
with thoughtful service.
The cockpit is a comfortable place for boat-watching and just
taking in the scenery. That includes passengers in the aft-facing
I
I
I
••
..
в
30 POWER & MOTORYACHT / DECEMBER 2023
LOA: 48'4”
Beam: 14’2”
Draft: 3’10”
Displ.: 32,500 lbs.
Fuel: 660 gal.
Waterloo gal.
Power: 3/600-hp
Mercury Verados
Price (approx.):
$1.8 million
seats against the bulkhead and those in the power-rotating lounge,
which is the wow factor on the 48 LE.
Press a button near the transom and the lounge turns to give
passengers control of the view. If the kids are swimming behind
the boat and you want to keep watch, spin the lounge 180 degrees
until you’re facing aft. Or, if there are fireworks off to the port side,
rotate the seat 90 degrees and enjoy the show without craning your
neck. The rotating lounge has been a signature feature on Tiara
cruisers for years, but this one takes the design to the next level.
As we approach the dock, Emmick neatly tucks the boat into its
slip with the aid of the joystick while the crew adjusts the lines.
It was a short ride, but the dash out to Lake Michigan was worth
every minute as I learned a few things about Tiara’s new launch.
As for the main takeaway, I’d say don’t rush your experience
aboard the 48 LE. Give this new family cruiser all of the time it
deserves. —Jeanne Craig □
POWER & MOTORYACHT / DECEMBER 2023 31
NEW BOATS
EVERGLADES
31500
THE NEWEST FROM EVERGLADES OFFERS A SOFT RIDE AND
A LAYOUT THAT FUNCTIONS WELL FOR ANY ACTIVITY.
ve always had an affinity for the look of an Everglades. From the powder-
coated aluminum tower legs to the fit and finish and stout hardware, these
boats stand out in the sea of center consoles. After taking the new 315cc for
a sea trial, I now have an affinity for the ride of these boats as well.
The 315 is a new model from the keel up. The builder didn’t tweak an
existing boat, they designed the 315 to fill a gap in their lineup between the 285
and 335. When mapping out this new center console, Everglades wanted to cre-
ate a boat that fits the ever-stretching needs of the modern-day boater. With the
315cc, boaters don’t have to choose between a day-cruiser or a hardcore fishing
boat, this vessel fits the bill for both camps.
32 POWER & MOTORYACHT / DECEMBER 2023
POWER & MOTORYACHT / DECEMBER 2023 33
NEW BOATS
As we ran down the ICW in New Smyrna, Florida, I sat on the
forward lounge seat with my feet up, enjoying the cool morning
air. Up on the bow, I marveled at the quiet. 1 couldn’t hear the twin
400 horsepower Mercury Verado outboards as the bow softly cut
through the water. Everglades uses what it calls RAMCAP (Rapid
Molded Core Assembly Process) in the build, which fills the void
between the hull and deck with foam. This not only makes the
boat unsinkable, it also cuts down on noise and vibration. While
it was calm in the ICW, we blasted through some large boat wakes
without any creaks or squeaks whatsoever.
I turned around and was able to speak the captain without yelling
thanks to the glass windshield that lifts open hydraulically with the
touch of a button. Boating in Florida, this window is a game changer
for those scorching hot runs out to the fishing grounds. It also makes
docking way easier because you don’t have to shout to the person
holding the bow line.
The bow area is multifunctional. Below the lounge scat forward of
the helm is a massive storage space with integrated hanging hooks
for lines and a designated spot for the bow table. The forward seating
can be configured as a sun pad, or a V-shaped dinette with table. And
when it’s time to fish, simply remove the cushions and backrests to
create a snag-free casting deck.
Moving aft to the helm seat I was able to get a feel for how the
315cc handles. Pushing the throttles down on the V-10 outboards
she jumps up on plane quickly. The boat went from 0 to 25 knots in
less than 10 seconds. At a conservative 4400 rpm cruise the boat ran
32 knots, burning 25.2 gph with a half load of fuel on board. Bump
that up to a 37-knot cruise and you have a range of 390 miles range
with the 300 gallon fuel capacity. Everglades says the boat tops out
at roughly 50 knots burning 66 gph. We got close to that, but didn’t
quite hit it. I was impressed with the turning radius on the 315 too.
We made several hard-over turns and the boat loved it, cutting sharp
turns riding on the rails. The steering is so smooth you can drive it
like a luxury car with two fingers on the wheel.
The black-and-teak helm is dominated by twin 22-inch Garmin
MFDs. The screens are within easy reach and also support a virtual
switching platform to run all of the boat’s systems. I’m a fan of clean-
ing up the dash with digital switching, but I like that Everglades uses
actual switches for things like running lights, pumps and the horn
34 POWER & MOTORYACHT / DECEMBER 2023
that you may need to flip on in a hurry. The recessed area above the
console is a great spot to leave your phone as it offers built-in char-
gers. Hull No. 1 had Mercury’s joystick piloting with integrated au-
topilot, another very handy tool. Visibility in all directions was wide
open and everything was placed right where the captain would want
it. Inside the console is a roomy head with access to the backside of
the electronics. I was able to stand up without any issue, but this area
can get warm, there’s no AC on board.
Seating is not an issue on the 315. At the helm, owners can choose
from twin captains’ seats with two-toned upholstery and teak arm-
rests or a bench seat for three. Our test boat had two aft-facing
mezzanine seats with a cooler space below. This can be swapped
out for a tackle station for those more fishing-forward owners. Two
fold-away aft bench seats run the full width of the 10-foot, 4-inch
beam. The cockpit easily does double duty as an entertaining space
or fishing area with minimal effort to switch from apps and drinks
to casting and trolling.
The builder placed 25-gallon livewclls in the corners of the tran-
som and two 40-gallon insulated fish boxes in the deck, equipped
with macerators. The boat has 27-inch high gunwales that hit you
LOA: 33'9"
Beam: 10’4"
Draft: 3’
Displ.: 14,250 lb.
Fuel: 300 gal.
Water: 35 gal.
Power: 2/400-hp Mercury Verados
RPM KNOTS GPH RANGE
600	3	1.9	533
1500	7
2500	9
5.3	429
11.3	269
3500 24	20.4	382
4500 33.5	30.2	364
5500	42	51	269
6400	47	65	243
right in the thigh for fishing and you can slide your feet
under the toe rails to keep you nice and secure when you’re
tight to a fish. The bilge houses an optional Seakeeper 2
stabilizer and provides unfettered access to pumps and th-
ru-hulls, all of which are labeled—a smart touch that all
builders should offer. Our test boat also had the Seakeeper
Ride system on the transom but the boat comes standard
with Zipwake interceptors.
The portside, molded-in dive door with a gate on top is
ideal for snorkeling and swimming. Everglades smartly added
two cup holders on the bottom side of the gate so you can
rest a drink there when it’s open, and the door tucks away un-
der the gunwale. I also liked the washdown hoses in the mez-
zanine that roll on retractable reels; you can pull them all the
way to the bow and easily recoil them back into their holders.
As for fishing, there are 22 standard rod holders on the boat
and plug-ins for electric reels. You can add outriggers to the
oversized T-top but if you want a full tower, you’ll have to
move up to the larger 335cc.
When you put all of the pieces together, Everglades has cre-
ated a capable vessel that will happily put you on fish or take
out a group for a fun day at the sandbar. Either activity works
for me. —Charlie Levine П
POWER & MOTORYACHT / DECEMBER 2023 35
MERRITT
Whether running through detailed CAD renderings from
behind a desk, or captaining the heavy machinery that
keeps the boatyard functioning, Roy Merritt has literally
seen-and done-it all.
On a hot August afternoon,
I drove down to Pompano
Beach, Florida to meet
boat-building icon Roy
Merritt. In his blissfully
air-conditioned office at Merritt’s Boat and
Engine Works, and later touring the sprawl-
ing boatyard on his golf cart, Merritt told the
story of a family dynasty that’s now a century
old. What follows is an excerpt from a wide-
ranging conversation on Roy’s life, career and
evolution as a boat builder. You can also check
out the full version of the conversation on the
Power & Motoryacht podcast at pmymag.com/
podcasts or anywhere you listen to pods.
36 POWER & MOTORYACHT / DECEMBER 2023
SENIOR EDITOR CHRIS DIXON SITS DOWN WITH ROY MERRITT
TO LEARN ABOUT THE PAST AND FUTURE OF THIS ICONIC BOATYARD
38 POWER & MOTORYACHT / DECEMBER 2023
Above: Roy’s grandmother Ennis Merritt
hauling a cable down on the railway that
Roy Sr. built at the Florida yard. Inset: Roy
Sr. moved this little wooden house to
its spot on the water and ran five Long
Island charter boats from it.
Power & Motoryacht
Merritts been around in South Florida at this point for over 100 years
now. Is that right?
Roy Merritt
You got that just about right. [Our story] starts with my grandfa-
ther. He was a farm boy from Michigan. He made his way down
to Norfolk, Virginia, a little before World War I started—there
was a need for workers. So, he learned a trade there—being a boat
carpenter. After the war, he bought a houseboat because it was a
cheap way to live—a skinny little old boat—and it was him, my
grandmother and five kids.
Somewhere around 1923 or 4 he headed south with the boat, be-
cause I know my dad was born in Virginia in 1922. He made his way
to Miami to work at Merril Stevens, which is a real old boatyard—been
around forever. He heard there was cheap dockage up in Ft. Lauderdale.
Matter of fact, if you went to one part, land didn’t cost you anything west
of the Andrews Avenue Bridge. So, he moved there and about that time
he saw people going out fishing and paying for it, and he kind of liked
that. He bought this old boat—I don’t know what you call it—a real low
slung boat. And the best we know it was around 1925 and the name of
the boat was Caliban. The name stuck and all the boats that have ever
been in the family are pretty much called Caliban.
PMY
Do we know the origin of that name?
Roy Merritt
Well, yeah, someone finally told them Caliban came from the Shake-
speare play The Tempest—a bugly sea devil, and back then the boats
were pretty ugly. So, it fit pretty good. So, the one reason we’re here
today, is because of fishing. With fishing, of course, you got to have
boats. My grandfather then built a boat in ‘29. Someone sold him
an old set of boat frames, and he’s a pretty handy guy, he could build
anything. The boys are starting to grow up a little bit. They’re running
boats when they’re 14 and 15. And the family had five charter boats
by 1929 or ‘30. Then, my grandfather got a job in the summer to
tow a houseboat to Bayshore, Long Island. He got the houseboat up
there and my grandfather took this customer fishing—stripers and
bluefish. He goes offshore and started catching a bunch of tuna, and
business started getting really good. So then a year later, he moved
to Freeport, Long Island because it was closer to the city. He figured
he could get more paying people to come out of the city, which they
did. He bought a piece of property. Then after World War II, he sells
out. Puts all his worldly possessions on board—bought an old PT
boat—and another little boat. He put a boat on top of a boat, he put
a car on it—everything he had—and headed south.
On the way to Ft. Lauderdale, he stopped off right across the canal
from where we are now. Some lady came up asking his business. And
he said, well, I’m kind of looking for property. Finds there’s a piece of
property across the canal. And he ends up buying it.
He started out with seven acres for 8,500 bucks. But it was all
swamp. Literally. You just dug your own basin and got your own fill.
And that was the start of this place. That was around 1947.
PMY
Who were some of the early folks that your grandfather would have in-
teracted with down here?
POWER & MOTORYACHT / DECEMBER 2023 39
Roy Merritt
One picture we have of Caliban, he’s got Thomas Edisons son
aboard. That was probably out of New York. My uncle got into
building—and he hooked up with Tommy Rybovich. They’d sneak
up there on weekends and take measurements on boats. That’s how
our relationship started with the Rybovichs. We don’t do it that way,
nowadays. Mike (Rybovich) and I just get on the telephone.
The yard—it was my grandfather and my grandmother; she was
the one who held it together. She had most of the brains in the fam-
ily. And then my uncle and father both ran charter boats. And they
gave that up in the mid 50’s—coming to work in the boatyard. Back
then, it wasn’t much. Quonset huts. A lot of sand. That’s all it was.
But then my grandfather built a railway. Back then you could get any
kind of machinery from, you know, surplus, World War II stuff. It
was pretty crude, but it worked.
PMY
Growing up here, it must have been quite the playground.
Roy Merritt
Well, back then, you know, Pompano was a bean town—a farming
town. There wasn’t much boating. They were servicing charter boats and
a few private boats. But that was it. You had a hard time making a living.
But fishing was good. And I always had a boat. And then, of course, in
time, you get out of high school, you got to go to work. And none of our
family has been educated. We just have to do it the hard way.
40 POWER & MOTORYACHT / DECEMBER 2023
PMY
Seems like a real-world education.
Roy Merritt
Well, you can learn if you want to. If you have enough ambition, you
can make a lot of things happen. So, between dumb luck and ambi-
tion, that worked out pretty good.
PMY
How did the management evolve?
Roy Merritt
My uncle was the builder. My father was the frontman—he was real-
ly good at it. My grandfather once said he couldn’t build a square box
with a set of plans. But he had all the personality. But at an early age,
he backed away from everything. So even though his name was on
the company as the president, the last, I don’t know, 30 years of his
life, he acted like chairman of the board (while Roy essentially ran it).
PMY
Can you talk about the how Merritts boats evolved too?
Roy Merritt
During the during the mid- to late 50s, also in early 60s, the boats
were smaller, 36- to 37-feet. The yard made its name by the 37-foot-
ers. There’s still a bunch around. There’s a bunch in Hawaii. I know
it’s been a good place to put ‘em. You know, if you throw enough
money at something, you can keep it floating a long time.
PMY
What were you generally powering with?
Roy Merritt
Just gas engines. Chryslers. There was a Daytona engine. There was a
Chevy conversion. Diesels—they were too big and no horsepower. The
boats Rybovich was building—Rybovich set the standard for building
fishing yachts, where my uncle back then was building fishing boats.
Their boats looked better. Our boats probably fished better. But there’s a
market for both. And you know, we all we listen, and we all owe Rybov-
ich a lot. They brought a lot to the business. They had all those rich Palm
Beach customers and we got the leftovers. That’s the way things evolved.
And when it comes to building boats, you’ve got to be a good listener,
and people kind of tell you where they want to go. And of course, the
main thing with boats today is the horsepower changes. It dictates what
we can build. Today, we’re building an 88-footer. We couldn’t build that
unless we had the engines that we have today.
PMY
How about construction techniques?
Roy Merritt
Well, the big change from the 50s on is going from plank-on-frame
to cold-molded boats. We were transitioning in the early 70s—over
time when we learned about composite construction that led the way
for us to get into composite boats. We were doing a 46-footer—I
think our first one was in ‘82 or ‘83.
PMY
Its interesting. Гт sitting here right now in your old wood-paneled office
but today you have an amazing 3D rendering of a boat on your screen.
Roy Merritt
Well, of course, it’s changed a lot. And there’s a lot of services that
POWER & MOTORYACHT / DECEMBER 2023 41
help us do what we can’t. It’s what we try and do—a combina-
tion of service and building. When you build a boat, they want
to bring the boat back to have it serviced. And part of the reason
we got into building boats was you needed something to do when
summertime came. The boat repair business used to be very sea-
sonal. Summertime, you painted the buildings, and you took on
projects you wouldn’t take on rest of the year. So, the idea was
to build—make it part of what you’re doing, so you don’t have
the highs and lows of business. Nowadays it’s year ‘round. It just
never stops.
PMY
How about your own evolution into running the company.
Roy Merritt
First, I’ve grown up in it. I’ve always been involved in the building.
As a young man, I’d much rather build than paint bottoms or repair
boats, so it leads into that. And of course, I’ve had some influences
"That’s one of my granddad’s original charter
boats on New River in Fort Lauderdale sometime
in the late 1940s. There was no Bahia Mar back
in my life that have helped me. And, you know, every boat builder
thinks he’s a boat designer, I’m no different. Some of us get it right.
And some don’t. So, it’s a lot more fun doing that. And, and as you
grow older in life, sometimes you just do it because you want to, and
you can. And in our business, I don’t treat it as a hobby, but I’ve often
joked about it. I said, I got the most perfect hobby shop in the world. I
get to build what I want, and people get to pay for it. Now how do you
beat it? How do you beat a deal like that?
PMY
Can you talk a bit about how your core team works, and then how many
folks do you have overall?
Roy Merritt
We’re usually working on three to four boats, new projects—at the
same time. Finishing to just starting and all in-between. We probably
have about 100 people working here. I would say 60 percent is new
builds and 40 is the other work. I mean we build a boat, like a cradle
to grave. You build a boat, you service a boat, we broker the boats,
we have an insurance agency here. It’s what we do.
PMY
What are you seeing in terms of building materials or technology that's
impressing you?
Roy Merritt
Well, sonars are a big deal. We can’t build a boat, unless you put a
sonar on it. And we’ve got a few boats out now. They have—they’re
called wake-adapted rud-
ders and struts. This fel-
low Brant Savander—he
does the engineering. It’s
pretty nice. It’s extremely
smooth. You pick up a
good knot and a half,
maybe two. It’s worth ev-
ery penny.
Materials—we	know
how to build them even
lighter, but it starts get-
ting really expensive. And
the amount you gain just
isn’t worth it. It’s not only
the materials, it’s the ori-
entation and how you use
them. I mean, I have an
engineer come in once a
year and kind of give me a
physical, just look over the
body—can you see any
way that we can improve
this? We’re doing that all
the time. You’ve got to
have a certain amount of
skin thicknesses on a hull.
We overdo it—like a lot of
boats we’ve built now have
all been, like a 50/50 Kev-
lar glass. The Kevlar is al-
most bulletproof. You can probably run it up on the jetty and you’re
gonna pull yourself off without getting a hole in it. It’s that tough.
Now, do I really need to do that much? And what does it cost? I
don’t know but I think it’s worth it. All our superstructure—our top
of the boat—is all carbon fiber. Because there, I want the stiffness.
We’re always looking at weights of anything. But you’ve got to be
practical too. You don’t want these things getting so expensive that
no one will buy em.
42 POWER & MOTORYACHT / DECEMBER 2023
PMY
You guys are also responsible for some real innovations too—like the
fishing mezzanine.
Roy Merritt
Many years ago, we started putting on these fishing mezzanines.
People would have done it in time. I know when we first started,
nobody liked it.
PMY
It was basically a buyer who just said: its just kind of uncomfortable
back here.
Roy Merritt
That’s exactly right. Guy’s name was John Fossil. We’re building a
70-footer. And it was rough. It was cold. And, man, your rear end
feels like it’s gonna go right through the cushion. He asked, how
can we have something with more comfort? And I said, let me draw
something up. So, I did it that evening and we built it.
PMY
What about the rocket launcher rod holder?
Roy Merritt
We had an old customer JoJo del Guercio. He was a Keys fisherman.
And we made him—it was a series of welded aluminum pipes that
sit on a pedestal or stanchion. And it looked like something I would
use to set off bottle rockets. So that’s how it got the name—but that’s
with him, too. We did a fishing harness too—back when he caught
a lot of bluefins. He came in the shop one day and he says they had
caught 104 fish in 1976. The boat was called No Problem. And the
old harness, it would collapse on you because they’re all soft and the
ropes will tear up your hips. He says, “Can you make something to
keep the rope off me?” I said, “Well, that’s easy. I’ll just make one out
of fiberglass.” And now they’re all that way.
It’s just stuff like that. But yeah, usually things happen. A little by
accident or a request. And I never thought of doing it until the guy
said, why don't you do something about iR
I’m sure a lot of things happen that way in life.
PMY
Do you see a typical client on a build? I'm just wondering if there's any
sort of quintessential customer for a Merritt?
Roy Merritt
Everybody’s different. Everybody.
PMY
Looking ahead, do you plan to keep this a family operation moving for-
ward? I hear you have a granddaughter who's young but already wants
to take things over.
Roy Merritt
Well, I got a granddaughter and grandson—they both want to come
into it. Yeah, the best way to keep a family together—or a good
way—can be to have a business they can work in. And after a while,
you know, the best way to preserve wealth is to have some good real
estate. We do. When you’ve got 13 acres on the Intracoastal, there’s
not a better way to keep it. We get offers for it all the time. And you
know, what would I do with a lot more money? It doesn’t do any
good. I still go to work six days a week myself.
PMY
No matter what. Right?
Roy Merritt
No matter what.
PMY
I'm wondering if you have sort of a set of tenets, or rules that you
and this company sort of live by to stay in operation for as long as
you have?
Roy Merritt
You’ve got to stress quality—no matter what you do. And if you do
that, everything else kind of takes care of itself. You can’t be stupid
about it, but you’ve got to maintain the quality and the best of ev-
erything you can put out there. You stick with that, and the rest will
work out pretty good. □
POWER & MOTORYACHT / DECEMBER 2023 43
PERA
*VII)\
EXPLORING COSTA RICA MEANS EXPERIENCING
ONE OF THE LAST WILD WONDERS THE WAY
MOTHER NATURE WANTS IT TO Bb
BY DIANE BYRNE

Marina Bahia Golfito of Gal fa Dulce, Costa Rica is a boater’s gateway
to a little trodded paradise. The region is surrounded by virgin forests
of protected national parks and wildlife refuges.
standing at the base of a tree so wide that it’s impossible
to see around it, and so tall it would require a periscope
of cartoonish proportions to view the top. About 130
feet above my head, a viewing platform is attached to
the tree’s canopy, and a few of my fellow adventurers
await. Helmet on my head and safety harness around
my waist, I grab natural handholds amid the mon-
strous, gnarled roots and begin climbing. It’s the aptly
named strangler fig, which overgrows a host tree with
its winding roots and branches until the host dies, leav-
ing a hollow trunk. The otherworldly-looking strangler
though, continues growing, beckoning bold adventur-
ers to clamber up it.
Since I climbed plenty of trees as a kid, I was as giddy
as an 11-year-old when I learned we could go tree climb-
ing during my week in southern Costa Rica. Soon into
my ascent, I’m reliving childhood memories of hanging
out with my best friend and imagining what the view is
like on the platform—until my surgically repaired right
foot reminds me why I’m not an adventurer. It’s not
happy that I want to turn it at all sorts of angles. De-
feated, I turn to tell our guide on the ground that I can’t
continue. He understands and tells me to rappel down.
Who’d have thought that rappelling down the side
of a massive strangler fig could be nearly as much fun
as climbing it? And who’d have thought that in the
same week I’d also kayak through tunnel-like man-
groves, cruise in search of massive pods of whales,
experience bioluminescence in one of the only tropi-
cal fjords in the world, and hike through a rainforest,
spotting monkeys and toucans?
46 POWER & MOTORYACHT / DECEMBER 2023
POWER & MOTORYACHT / DECEMBER 2023 47
Origen Escapes, which tailors adventures for yacht owners, will take boaters climbing through forests and swimming through dolphin pods.
48 POWER & MOTORYACHT / DECEMBER 2023
Welcome to the wild wonders of Costa Rica, a country with about
six percent of the world’s biodiversity—all the more remarkable be-
cause it’s approximately the size of West Virginia. While anglers have
visited for decades, foreign-flagged yacht charters only became per-
mitted in 2021. The timing was perfect. Cruisers increasingly seek
off-the-beaten-path destinations, to immerse themselves in real com-
munities and natural environments. “The most biologically intense
place on earth,” as National Geographic describes Costa Rica, ticks
these boxes, but the experience goes well beyond crossing spots off
a list. The southern part of Costa Rica’s Pacific coast is your chance
to plunge into a mostly undeveloped corner of the world, where the
people are as protective of their natural treasures as they are proud. In
fact, it’s your chance to see and experience the extraordinary through
the hospitality of native Costa Ricans.
ing journeys and has an office at the marina. He, fellow Experience
Designer Julieta Chan, and the rest of Origen’s guides know prac-
tically every leaf and wave like the backs of their hands. Artinano
and Chan impart so much knowledge that they’re akin to walking
encyclopedias, even magicians, revealing things you’d never experi-
ence otherwise.
I got my first glimpse of this when I went whale watching out
of the marina aboard the 86-foot One Net. Separating southwestern
Costa Rica’s Osa Peninsula from the mainland, Golfo Dolce is prime
territory for whale watching, since they migrate here from both
hemispheres. Artinano and Chan informed us that the telltale sign
of a whale pod was movement on the horizon. So, we gathered on
the bow, eagerly scanning the waters. About an hour into our cruise,
it happened: rippling on the surface.
And that hospitality is genuine, too. Starting with our second full
day at Marina Bahia Golfito in the Golfo Dulce region, my host for
the week, the restaurant staff greeted me by name and knew how I
liked my coffee (which, by the way, was amazing). Other marina em-
ployees smiled warmly and were quick with an “Hola!” Every night
in my room at the Атака Ocean Living Lodge, its intimate hotel,
sweets like freshly baked cookies awaited, with Buenos Noches written
in chocolate on the plate. Whether you book a room or a slip, which
can accommodate some of the largest yachts in the world, Marina
Bahia Golfito—with new private villas and condos for sale, too—is a
low-density development intent on remaining that way. The Marina
envelops you in the seclusion of the region and is the perfect base
from which to explore. From the restaurant and bar, you can plan
while gazing out over remarkably flat-calm waters lapping virgin-
forest-covercd mountains in national parks and wildlife refuges for
miles around. You’re more apt to see an American crocodile or a dol-
phin than a boatload of people.
In fact, if you’re like our group, you’ll swear that every floating
branch you see while kayaking is a crocodile. It’s the only proper
conclusion, we joked, considering a crocodile glided by during our
first hour at Marina Bahia Golfito.
The naturally wild region is “an unpolished gem,” asserts Felipe Ar-
tinano, Owner of Origen Escapes, which tailors Costa Rican yacht-
Except, it wasn’t whales. Instead, we’d come across a pod of dolphins,
70 to 80 of them by Artinano’s estimate. I was mesmerized—and sur-
prised when he said this was a small pod. Megapods—thousands of
dolphins—sometimes appear. Mind blown regardless, this pod was
so friendly that a few of us climbed gently into the water to snorkel,
maintaining a respectful distance. Some dolphins approached with cu-
riosity, while others put on a show leaping and twisting.
As much as the dolphins, toucans, monkeys and rainforest flora
captivated me, a highlight was bioluminescence in Golfo Dulce Bay.
Golfo Dulce is not, as you might assume, a gulf. Rather, it’s a tropical
fjord, one of four worldwide, teeming with as much life as the pro-
tected lands. Thousands of plankton cause biolumincscence, emitting
light like flashlights when the water stirs up. From gliding our hands
through the water over the side of our boat to swimming with snorkel
masks to see the light show beneath the surface, it was enchanting.
Our week in Costa Rica was intensive and immersive. I awoke with
excitement each morning at the marina to take on the next challenge
and experience the purity of life. Which brings me to a phrase you’ll
hear repeatedly when you visit. It’s punt vida, translating literally to
“pure life” or “simple life.” The meaning is deeper, though. It’s a greet-
ing, a mindset, a way of life. It’s the essence of Costa Rica.
There’s no doubt in my mind that I’m returning. And when I do,
I’m definitely climbing that strangler fig. □
POWER & MOTORYACHT / DECEMBER 2023 49
TRAIL BLAZING
Two under-prepared boaters and an Arksen 28 trek to-and across-Vashon Island.
BY SHANE SCOTT / PHOTOS BY ALEC BURKE

Located on beautiful Vashon Island and
an hour's boat ride away from Seattle and
Tacoma, Dockton Park provides a public
boat launch, moorage and parks and leads
straight into the 86-acre Dockton Forest.
$5IMRad
Arksen
52 POWER & MOTORYACHT / DECEMBER 2023
Every man has a moment in life where time stands still and he asks himself,
“How did I get here?' For some it’s the moment they see their bride walk down
the aisle, for others, it’s the first time they hold their newborn child, for others
still, it’s the moment they finally raise that trophy over their shoulders. For me,
it was while airwalking across the sun-kissed treetops of an island forest; float-
ing, if only for a moment. Only I wasn’t really airwalking or floating so much as
gazing skyward from upside down as my legs flailed and my body tumbled over
my mountain bike’s handlebars. And still, as I hung there suspended five feet in
the air, the question beckoned—how did I get here*
It started straight forward enough: Ben Oaksmith, owner of Oaksmith Yachts,
had a brand new Arksen 28 in his lineup that I wanted to test. We decided to
make things interesting. We decided to take the boat through Puget Sound to
an island for some mountain biking. After some Google Map browsing, we
settled on Dockton Park on Vashon Island. Two highly capable men, with little
to no mountain biking experience venturing to an island they didn’t know the
name of until they saw it on their computer screens. Sounds fun, right? What’s
the worst that could happen? At least we could be confident that the adventure-
ready 28 would get us there quickly and safely. With a sturdy aluminum hull,
diesel heat, air conditioning, and a roof rack to hold our gear, this boat had just
about everything we needed to venture beyond the inlets of the Pacific North-
west. And we wouldn’t have to feel like two bulls in a china shop on the journey
either, as Arksen boats are designed and processed with a low environmental
impact in mind, using materials like recycled aluminum and relying on carbon-
footprint conscious suppliers. The founder of Arksen is Vala Capital Venture
Firm Cofounder Jasper Smith of London, England. A long time climber and ad-
venturer, he’s seen stark changes in the environment while at sea and decided to
launch a company he felt could help be part of the solution for a greener future.
“We loved fishing on our transpacific sailing voyage from Australia to Alaska
in the mid 80s when fish were pretty plentiful—now it’s rare to get a bite on
a sailing trip,” Smith said. “As an entrepreneur with the means to operate in a
different capacity and the influence to drive change, it is almost an obligation
to do what is possible and be part of the solution, not the problem. I decided
POWER & MOTORYACHT / DECEMBER 2023 53
that I would commit to investing in and building a series of adventure
brands that endeavored to change the way we view and experience ad-
ventures and to ensure that the products we developed were the best in
class and designed with sustainability as a core tenant of their function,
rather than an afterthought.”
Thus, the company looks toward building responsibly, even offering
an exit space for removing larger pieces of machinery in their boats,
should they need changing in 25 years or so. This ensures that swap-
ping parts won’t involve ripping out entire cabins’ worth of materials,
causing unnecessary debris or waste.
And indeed, Arksen isn’t just a boat builder,
it’s a global adventure company that also trans-
forms old Land Rover Defenders and Unimogs
into green-friendly—even electrified—land-
sharks. They’re also a clothing brand that utiliz-
es innovative fabrics like Shoeller, Pertex, Ma-
jotech and Polartec (synthetic fibers designed
to imitate genuine wool fleece) to keep clients
dry and warm. And last but not least, they’ve
even formed their own explorers club—really
LOA: 28’T
Beam: 8’8”
Draft: 2’11"
Displ: 7,055 lb.
Fuel: 305 gal.
Water: 26 gal.
Power: 1/450-hp Mercury Verado
an umbrella title to describe their own hand-routed and profession-
ally staffed adventures across the globe. These include signature cruises,
a concierge, exclusive outposts, an owners’ club with private events,
and crew services, such as ice pilots, chefs or full time crews. But we
wouldn’t need all this for our adventure, sheer grit would do just fine.
The day I arrived in Seattle was the day Oaksmith was admitted
to the Emergency Room. He’s OK now, but at that moment, he was
giving up everything he had in his stomach due to a bad case of Moct-
ezuma’s Revenge that came over him unexpectedly after indulging just
days prior, in a lunch from a small deli south of the border known for
“The best sandwiches in Mexico.”
“There wasn’t a single refrigerator in that
place,” Oaksmith explained as he picked me
up late the next morning. “Unless they made
the mayo fresh that morning, I suspect that
was the culprit.”
Black shades covered Oaksmith’s tired eyes
as he sipped on a sports drink and wearily
drove us to a nearby bike shop. We picked
up two mountain bikes we had reserved days
54 POWER & MOTORYACHT / DECEMBER 2023
prior with a warning that they were due back by 6
p.m. It was already nearing 11:30 am, so we were in
for a fast-paced day—my legs quivered at the thought.
Just before noon we were strapping the bikes to
racks atop the rugged, matte green, aluminum Arkscn
28, which made the boat (and us) look pretty cool. By
this point, Oaksmith had chugged another Gatorade
and proclaimed that he was now “electro-lit.”
Powered by just one 400-hp Mercury Verado, it
was clear the 28 was built for range over speed. All
things considered, the 28 still had velocity to match
her range, reaching 38.5 knots while burning 1.1 gal-
lon per nautical mile. And she could certainly handle.
I found this out the hard way as we entered the inlet of
Vashon Island, when a five-foot dead head popped up
dead ahead. A dozen feet before impact, I cut a hard
starboard turn, narrowly missing the log.
“Bring it back hard!” Oaksmith called out, as my
maneuver put us en route to shallow territory just be-
fore shore. I swerved back to port. Instantly, we were
POWER & MOTORYACHT / DECEMBER 2023 55
back on track. “The beauty of an aluminum
hull,” he said. “If you’d have hit it, we might
have gotten a dent, but no holes.”
After docking next to what looked like
some sort of modern Viking burial barge,
Oaksmith and I unstrapped our bikes,
tightened our helmets, and with cartons of
water wedged into our water bottle holders,
walked along the old wooden docks toward
Dockton Forest. It was sunny, very sunny,
and I was beginning to regret wearing flan-
nel and chinos.
As we walked off all eyes were on the Ark-
sen, which was surrounded by a few charm-
ingly putrescent sailboats. “What kind of
boat is that?” some old sailors muttered to
each other as we walked on with a wave.
Hailing from Wight Shipyard in the East
Cowes, England, like much of the Arksen
lineup, this U.K. built boat’s exterior sure
looks tough. But, a tour of her interior shows
that she’s also built for comfort. Among the
leisurely features the 28 offers, my favorite
would have to be the almost too comfort-
able heated and shock absorbing helm seats,
which came in handy as we bounded over
the chop and rollers that are all too com-
mon in the Northern Pacific. Another thing
that stands out is the crazy number of cup
holders you’ll find inside—I counted nine.
The cabin seats six comfortably, so three of
your friends get to have two drinks at a time
if they’re feeling frisky.
It wasn’t until we made it up the dock
and across the street to the trail opening that
the fear really began to set in. We weren’t in
for some mediocre beginner’s trail. No, this
looked different. It even smelled different:
Untamed, wild. No, it wasn’t my sweaty flan-
nel. It was a forest that appeared largely un-
disturbed, goading us to enter its paths.
We spent some moments looking at a
map—one and a half miles of trail forking
one way, three miles going another. As nei-
ther of us had ever been here before, it didn’t
mean much. We shrugged. “Well, let’s just
go for it,” Oaksmith said with a grimace. We
decided to go straight up into the forest and
let Mother Nature decide where we’d end up.
I followed close behind Oaksmith as both
of our bikes began to squirrel and slide across
a carpet of pine needles under our tires. The
hill climb was steep. Too steep.
“How about we hike up and ride all the
way back down?” I suggested. Oaksmith was
quick to agree. We walked up the trail and
56 POWER & MOTORYACHT / DECEMBER 2023
took in the serenity of the tall trees surrounding us, speckles of sun
peeking through to light our shady path.
After we’d walked up what felt like a good one to two miles, we
decided it was time to grip it and rip it and turned around to bomb
the hill back to the starting point. This time I took the lead. I try
to live a full-throttle motto, whether on water or land, whenever
possible—plus, I wanted a real mountain biking experience. So, I
decided I needed to use my brakes as little as possible. I slid a few fish
tailed turns, which was fun until I smacked right into what I feared
was an overgrown bush of poison oak. But I couldn’t stop. No, really,
I was going too fast; I didn’t even know how to stop at this point.
That’s when I heard the call.
“Shane!” Oaksmith yelled from what sounded like half a mile away.
But that wasn’t the call I’m talking about. Around the same time
that I heard Oaksmith’s voice in the distance, nature called. I’m not
talking about relieving my bladder, but to be honest, with what hap-
pened next, I wouldn’t be surprised if I had. No, nature called my
bluff. It knew just how clueless I was about this trail and was going
to make me pay for it. Within seconds, another pine needle slide-
out sent me full speed in the direction of a thick root jutting out of
the ground just off the path. It launched me tumbling into the air.
And here we are, the same place we left off earlier; several years of
internships, oddball reporting jobs on shoestring budgets, and zero
years mountain biking experience all led to this moment. My body
continued to rotate around, and I rolled out onto a surprisingly soft
bush. I brushed myself off and took a selfie for the magazine’s social
page. Crisis averted.
Eventually Oaksmith caught up. Adrenaline had completely over-
ridden his ailment and we pounded our way down the bumpy trail.
“Yeah, man!” he said, knocking his fists against mine. Despite the
poison oak, we were actually now itching for more, but knowing the
bikes had to be back at the shop in less than two hours, we called
it quits. By 5 p.m. we were walking back down the docks. The 28’s
green aluminum curves were a sight for sore eyes. A fellow with a
long, jet-black beard popped his head out from the burial barge.
“I haven’t been pleasure boating in 20 years but if I were to now,
I would want to do it on a boat that looks like this,” he said with
a nod.
We waved goodbye and Oaksmith made quick work of the 28’s
bow thruster to turn us out from the dock and back toward the in-
let’s opening. With the boat’s oversized, 36- by 60-inch sunroof wide
open, we took in a nice breeze as we headed back to the mainland.
We were about 30 minutes late to drop the bikes off, but no one
seemed to mind.
My concluding verdict? For a city slicker to get out of town and
into the wild and back again within six hours with only a mild case
of poison oak and a couple of bruises to complain about, I’d say the
Arksen 28 came through with flying colors. П
POWER & MOTORYACHT / DECEMBER 2023 57
11МТП1 n QTfiD
THE ATLANTIC INTRACOASTAL
WATERWAY KEEPS BOATS SAFE
FROM THE OPEN OCEAN, PROVIDES
GREAT CRUISING, AND HAS PLAYED
A ROLE IN AMERICAN HISTORY
FOR MORE THAN 200 YEARS.
BY MIKE SMITH
58 POWER & MOTORYACHT / DECEMBER 2023
POWER & MOTORYACHT / DECEMBER 2023 59
Bridges-fixed, swing, lift and bascule,
like this one-are numerous on the AICW.
Controlling vertical clearance between
Norfolk and Miami is about 64 feet.
Most mariners navigating along the Atlantic Coast spend at least part of their passage in the Atlantic Intracoastal Waterway
(AICW). Some people call it The Ditch, but that moniker doesn’t do it justice: The AICW is a 1,244-mile combination of bays,
creeks, sounds, rivers, canals and a little bit of ocean that stretches from Norfolk, Virginia, to Key West, Florida. It provides
commercial, military, fishing and recreational traffic with a route safe from Atlantic storms and, in wartime, the enemy’s navy.
Navigation is easy if you pay attention, the bottom is mostly soft if you don’t, and there are plenty of boatyards if you need
repairs. The AICW is a trip every boater should make at least once. Allow plenty of time for gunkholing.
The AICW is part of the 3,000-mile-long Intracoastal Water-
way (ICW), which starts in Gloucester, Massachusetts, and runs to
Brownsville, Texas. (Other sections are the short-and-shallow New
Jersey ICW and the 1,300-mile Gulf ICW, heavily trafficked by tugs
and barges.) There are several offshore passages on the ICW, both
in New England and along the coast of Florida; any of them can be
boisterous under the right (or wrong) conditions. The Delaware and
Chesapeake Bays are also part of the ICW, and they can get nasty,
too—so don’t confuse “intracoastal” with “inland” or “calm,” at least
not for the ICW’s entire length. But from AICW Mile Marker Zero
in Norfolk, where most folks consider the AICW starts, it’s usually a
tranquil passage to the sunny South. You won’t need the ocean again
until you reach the Florida Keys.
Today’s AICW was first envisioned by Albert Gallatin, Secretary of
the Treasury for Presidents Jefferson and Madison. In 1808, Gallatin
proposed the idea of an inland waterway from Boston to Georgia’s
southern border (Florida was still Spanish then), linking the many
natural bodies of water along the route with man-made canals. Water
was the most efficient, fastest way of moving goods, and the eastern
states were blessed with lots of protected waterways along the entire
Atlantic seaboard. It was simply a matter of connecting the dots with
canals—not so easy, since this was before steam-powered dredges and
diggers, but doable with enough men, shovels, time and money.
FOUR CANALS
Gallatin suggested building four major canals: One through Cape
Cod so vessels could sail from Boston to Buzzards Bay without going
around Provincetown, one linking New York City with Philadelphia
60 POWER & MOTORYACHT / DECEMBER 2023
via the Delaware and Raritan Rivers, one connecting Delaware and Chesapeake Bays at their headwaters,
and one connecting Norfolk, at the southern end of the Chesapeake, with Albemarle Sound in North
Carolina. A few smaller canals would be needed farther south, and the route would require dredging to
provide sufficient water depth. Gallatin wanted the federal government to pay for this project because of its
national importance, estimating it would cost $20 million and take 10 years to complete.
Naturally, nothing happened—not until the British blockaded American ports and captured American
ships during the War of 1812. The Royal Navy made it too risky to ship goods by sea; the only option, and
an inefficient one, was by roads and inland waters—Gallatin’s intracoastal waterway. There were shortages
of goods, including food and consequently skyrocketing prices. Citizens, deprived of rice and flour, were
understandably upset. The need for an alternate means of transport was now apparent, so in 1815, after
the war ended, President Madison re-introduced Gallatin’s proposal (probably taking credit for it himself;
politicians don’t change much), including the provision for funding the project with federal funds. Again,
the project stalled, the states unable to agree that it would be a proper use of tax dollars. However, one
of Gallatin’s canals had already been built, by a private concern, and it proved the value of building and
maintaining a system of inland waterways.
In 1819, John C. Calhoun, formerly a Congressman from South Carolina but now Secretary of War,
and always a proponent of Gallatin’s waterway, charged the U.S. Army Corps of Engineers with creating
a national system of defense—Calhoun expected another war with Britain—that included efficient land
and water communications. (Today, the Corps of Engineers is responsible for maintaining the Intracoastal
Waterway.) In 1824 Congress passed the General Survey Act, giving the President the authority to carry
out surveys preparatory to building canals and roads for national defense, including Gallatin’s canals; the
Corps of Engineers performed these surveys.
Eventually, all of Gallatin’s canals were built by private concerns; three of the four are still in operation,
now owned and administered by the federal government. But not until passage of The Rivers and Harbors
THE SWAMP
AND THE POET
The Dismal Swamp
Canal gave us one
of America’s best-
loved poets, sort of: In
November, 1894, not-
yet-published Robert
Frost, his heart broken
by the love of his life,
decided the Great Dis-
mal Swamp would be a
good place to commit a
dramatic suicide. Frost
boarded a steamer in
New York and traveled
to Norfolk, determined
to disappear into the
Great Dismal Swamp
and die for love, a victim
of drowning, poisonous
snakes and/or what-
ever else lives in the
swamp that can kill you.
At least, that's what
he told his biographer,
many decades later.
While a morose Frost
was walking along the
canal en route to his
demise, the crew of
a passing steamboat
convinced him to join
them-they were going
duck hunting. Apparent-
ly Frost decided a tragic
lover’s death wasn't
really for him, jumped
aboard, enjoyed a few
days in Elizabeth City
and the Outer Banks,
then made his way
back home to Massa-
chusetts. In 1956 Frost
published a poem, “Kitty
Hawk," that included
lines about a hunting
trip he took with "some
kind of committee/
from Elizabeth City." In
December, 1895, Frost
married Elinor White,
the girl who dumped
him the year before.
They were married until
her death in 1938. Frost
died in 1963.
POWER & MOTORYACHT / DECEMBER 2023 61
THE
DELAWARE
AND RARITAN
CANAL
At one time, vessels
could travel from New
York City to Philadel-
phia and then into
Delaware Bay via the
Delaware and Raritan
Canal, suggested by
Albert Gallatin in 1808
and opened in 1834.
Vessels entered the
Raritan River at Perth
Amboy, New Jersey,
near the southwestern
tip of Staten Island,
picked up the canal
a few miles inland at
New Brunswick and
followed it 44 miles to
the Delaware River at
Bordentown. A 22-mile-
long feeder canal sup-
plied the main canal
with water to maintain
its seven-foot depth.
The Delaware River
empties into Delaware
Bay not far from the
Chesapeake and Dela-
ware Canal (completed
in 1829), so the D&R
Canal made for a much
shorter trip from New
York to Baltimore and
the Chesapeake vs. to-
day's route south along
the New Jersey coast
and then back north on
Delaware Bay. Unfor-
tunately, the Delaware
and Raritan Canal
closed in 1933; today,
the site of the canal
is a New Jersey State
Park. That's too bad: It
would be the preferred
route for most plea-
sure craft, avoiding the
sometimes-tedious
Delaware Bay and the
offshore passage from
Cape May to New York.
Act of 1909 was there an official government policy for completing the ICW as we know it today—a cen-
tury after Gallatin first proposed it. The AICW was finished in 1940; the final sections of the Gulf ICW
weren’t completed until 1949. By then, some of the AICW had been in operation for more than a century.
CAPT. GRANDY AND THE SWAMP
The 22.5-mile-long Dismal Swamp Canal is the oldest canal on the AICW, and the oldest continuously
operating canal in the United States. Running along the eastern edge of the Great Dismal Swamp, on
the Virginia-North Carolina border, the canal was first suggested in 1730, to tie Chesapeake Bay with
Albemarle Sound via the Elizabeth and Pasquotank Rivers. Digging started in 1793—this being the South
before the Civil War, the workers were slaves—and the canal opened in 1805. In places it was less than two
feet deep, but could handle small barges. In 1814, the owners of the canal opened a feeder ditch from Lake
Drummond, in the middle of the swamp, increasing the depth somewhat.
History books say the lack of depth made the Dismal Swamp Canal less than useful for commerce, but
Capt. Moses Grandy disagreed. Grandy was a slave, but had a pass that allowed him to work for himself,
and pay his “master” some of his earnings. His book, Narrative of the Life of Moses Grandy; Late a Slave in
the United States of America, published in London in 1843, mentions the value of the Dismal Swamp Ca-
nal during the War of 1812. “At that time the English blockaded the Chesapeake,” wrote Grandy, “which
made it necessary to send merchandize [sic] from Norfolk to Elizabeth City by the Grand [Dismal Swamp]
Canal, so that it might get to sea by Pamlico Sound and Ocracock [sic] Inlet. I took some canal boats on
shares ... I gave [the owner of the boats] one-half of all I received on freight; out of the other half, I had
to victual and man the boats, and all over that expense was my profit.” With the money he earned on the
canal, Grandy was eventually able to purchase his freedom.
By 1828, the Dismal Swamp Canal had been deepened and widened enough for larger boats. Another
62 POWER & MOTORYACHT / DECEMBER 2023
A far cry from rustic rivers, creeks,
and canals, Florida’s Gold Coast is
the Emerald City for many boaters
on the AICW, although the waterway
continues on to Key West.
redesign and renovation of the canal in the mid-1890s increased the
depth and removed most of the locks, leaving todays configuration
of one at each end. (Originally, there were seven locks on the canal;
two were removed in 1828.) However, the canal was superseded by
the deeper and wider Albemarle and Chesapeake Canal, opened in
1860. It was dug by steam-driven machines, not slaves with shovels,
which cut easily through roots and other obstructions. The Albe-
marle and Chesapeake is still the primary route between Norfolk
and points south, the Dismal Swamp Canal now almost exclusively
used by pleasure craft.
MAINTAINING THE WATERWAY
It’s one thing to build a waterway, and another to maintain it. Ac-
cording to Brad Pickel, Executive Director of the Atlantic Intracoast-
al Waterway Association (AIWA), an organization that advocates for
the AICW and educates lawmakers, politicians and the public on its
importance, the annual cost of operating and maintaining the water-
way is about $61.5 million. That’s assuming the waterway is already
at its authorized dimensions, including a controlling 12-foot depth
for most of its length—which anyone who’s transited the AICW re-
cently can tell you isn’t the case: In many places, it’s much shallower.
In fiscal year 2023, federal appropriations for the waterway total just
$52.8 million—better than in FY22, but still not enough.
Unlike most things in Washington, D.C., the AICW has bipar-
tisan support, with yearly appropriations tending to increase—al-
though so far there’s not enough cash on hand even to maintain the
waterway, much less bring it back to spec. But, said Pickel, the situ-
ation is improving: While the cost of catching up with dredging and
other delayed maintenance is still around $65.5 million that amount
is $60 million less than it was in 2016. “Both parties see the value of
the AICW,” said Pickel.
The government doesn’t spend this kind of money so we can go
boating; it’s all about commerce, jobs and tax dollars. (In Florida
alone, the AICW generates an estimated $4.4 billion in tax revenues,
according to AIWA.) The AICW is U.S. Department of Transpor-
tation-designated Marine Highway 95, and since the DOT predicts
freight movement to increase by 45 percent by 2040, the AICW
requires enough funding to manage its portion of this increased
freight. According to a report issued by AIWA, commercial vessels
on the AICW carry fuel oil, including jet fuel for military bases, as-
phalt, fertilizers, sand and gravel, soybeans, various kinds of product,
electrical machinery—the list goes on. Shipping by water produces
less of a carbon footprint than by truck or train and has almost 400
percent more hauling capability on a fuel-usage basis. In carrying
capacity, one barge can replace more than 60 trucks. If it doesn’t have
to be there tomorrow, water is the smart way to ship. “I
POWER & MOTORYACHT / DECEMBER 2023 63
STEEL THE ONE
ON THE EVE OF 75 YEARS IN BOATBUILDING, HOLLAND-BASED LINSSEN YACHTS
CONTINUES TO CRAFT CLASSICALLY STYLED, FULL-DISPLACEMENT VESSELS.
BY JEFF MOSER

t was just past dawn on a midsummer
morning in Heusden, Netherlands, and I was wide awake with jet
lag. I went for a stroll around the fortified town, ready to pounce on
the first bakery or espresso bar that showed signs of life.
At the two marinas just off the Maas River, I found that nearly
every vessel, both recreational craft and converted workboats, was
a traditional, full-displacement steel boat. Fiberglass was as uncom-
mon as hen’s teeth, and quite a few of the steelies were from a build-
er I was on my way to visit: Linssen Yachts.
A few days later, I followed that same river southeast to the tiny
municipality of Maasbracht, sandwiched within a thin strip of
Dutch land between Belgium and Germany. The manufacturing
facility of Linssen Yachts and its internal harbor share space with
a large showroom, which is the first thing that greeted me on the
rural property.
I entered the elegant, cavernous space, which was more like a high-
end car dealership than a boatbuilding facility, and immediately
thought that more stateside builders needed to do this. Several new
and late-model Linssens were on display. A catwalk let me view the
boats from above, with steps to each model on the showroom floor.
Longtime Marketing and Communications Director Paul Beelen
promptly suggested a cappuccino. My jet lag was that apparent.
As we walked to the first of Linssens three production lines,
Beelen said the yard builds and sells 60 to 70 steel yachts annually,
spread across six models from 30 to 55 feet. At any given time,
about 35 boats are in Maasbracht in various stages of construction.
Owners can take delivery here or have the vessels towed to a home
port. Nearly all of the builders sales are in Europe, in the Nether-
lands, Germany, France, Belgium and England.
A welder puts the fine points on a Linssen hull.
Unlike most boat factories, there are no fiberglass
fumes, no vacuum bags, no barrels of resin and
very little smell besides the “slightly copperish
odor as the welders put the vessel together.'’
66 POWER & MOTORYACHT / DECEMBER 2023
POWER & MOTORYACHT / DECEMBER 2023 67
Final fit-outs include the
builder’s signature, braided
rubrail. Owners can also
choose to go with a dark,
heavy-duty synthetic rail if
desired. Top Right: Linssen
gives each hull eight layers of
primer and paint, which helps
to ensure a durable finish.
68 POWER & MOTORYACHT / DECEMBER 2023
1
BONDS OF STEEL
Steel construction is a different animal than
FRP builds: There are no molds, no hand-
layup, no vacuum-bagging and almost no
discernible smell on the factory floor, mi-
nus the occasional, slightly coppcrish odor
as the welders put the vessels together.
The steel, neatly stacked hither and yon,
arrives at the facility with components al-
ready prepped by CNC laser cutters and la-
beled with information the 110 employees
need to proceed with the build. The yard
has three production lines, split by size and
model, where the boats are built in three
sections: keel, hull and superstructure. The
hulls and superstructures are built in wheel-
mounted jigs.
After the hull plating is welded, a longi-
tudinal and transverse grid is welded to the
sole. “This allows for flexible sides and for
the grid to carry the stress onto the more
robust parts of the vessel,” Beelen said.
Then, the three sections meet like a jig-
saw puzzle in the middle of the line, with
a laser-guided system built into the floor,
ensuring an exact match.
On smaller models, from 30 to 40 feet
long, 5-mm steel is used for the hull and
keel, and 4 mm is used for the superstruc-
ture. For the rest of lineup, 6-mm steel is
used for the hull and keel, and 4 mm to 5
mm is used for the superstructure.
The timing of each position on the line is
exact. Each boat is in three positions on the
line (four for larger boats) and moves every
eight days. So, smaller boats have a 24-day
build time, and larger boats take 32 days to
complete the process.
PERFECTING THE HULL
With the welding complete, the vessels are
wheeled into a hangar to commence shot-
blasting. This method not only eliminates
all visible welds, but also cleans any residue
from the build process. Gaps are filled, and
any hull imperfections are fixed, to prepare
for the first of several coats of primer. 1
walked past vessels that looked impeccable,
but were being meticulously inspected,
some with filler to perfect the hull shape.
In total, the boats get three layers of a base
gray primer, with a double layer atop that,
and are inspected between each coat.
The boats then enter the paint shop for
POWER & MOTORYACHT / DECEMBER 2023 69
three more layers of paint. All told, Linsscn gives each hull eight layers,
which Beelen says helps to ensure a durable finish.
FIT-OUT TIME
Gleaming hulls are then lined up on another production line where com-
ponents such as engines, heating and cooling systems, batteries and gen-
erators are lowered into place. Like the previous process, each hull spends
an exact number of days at each step (Linssen refers to this as its Logicam
flow system), from systems to woodwork.
Large pallets from the joinery shop, which is a few miles away, sit at
the same level as the boat’s stern, all with numbered pieces that fit with-
in the floor-integrated system. Even with the superstructure attached,
modular construction ensures that the bulkheads and other components
have enough room to fit through the cockpit and into the boat. One of
the more impressive parts of the process is how the large, prefabricated
bundles of wiring and harnesses drop into the boat from above, with
virtually no wiggle room, ready to be put into service.
At this point, if a boat requires customization based on an owner’s
request, the boat is allocated to another area. For the rest of the models,
final inspections are made, and boats are fitted with an optional rope
rubrail, a signature Linssen feature.
FINAL IMPRESSIONS
As the company prepares to celebrate its 75th anniversary in 2024, its
modus operandi of designing and building traditional steel Dutch boats
has not wavered. While Linssen builds what can be described as utilitar-
ian, functional craft, these boats are by no means entry-level or stodgy.
Underneath the classic profile are modern systems and amenities: digital
switching is now standard on all vessels, along with several models offer-
ing electrically actuated convertible tops that Linssen calls the Variotop.
Linssen’s was also among the cleanest and best- organized facilities I’ve
had the pleasure of touring, a symbol of the builder’s unwavering pursuit
of traditional Dutch excellence. “I
Linssen Yachts have maintained consistent,
timeless appeal around the world, from the
canals in Europe to the Great Loop and beyond.
70 POWER & MOTORYACHT / DECEMBER 2023
POWER & MOTORYACHT / DECEMBER 2023 71
BOATYARD
WHAT’S IN YOUR STOCKING?
YULETIDE IS THE PERFECT TIME TO ASK SANTA FOR NEW STUFF FOR YOUR BOAT.
BY MIKE SMITH
While you’re comfortable at home reading this, at
the North Pole, Santa is driving the elves hard to
meet their Christmas deadline: more overtime
than ever before, shorter eggnog breaks, no ca-
vorting with the reindeer in the snow. “It’s more
hectic every year,” said Mrs. Claus in an online interview. “If things
keep on like this, soon Santa will have to outsource some of the toys.”
Make Santa’s life even busier—send him a Christmas list of things
you want for your boat, one for each day of Christmas. Elves can’t
build this stuff, so the Jolly Old Elf will have to shop at the chandlery
at Svalbard instead. Send your list up the chimney ASAP so he gets
it in time, and you won’t be disappointed on Christmas morning.
ON THE FIRST DAY: STABILITY
Nobody likes boats that roll like an ornament the cat’s knocked off
the tree. Keep your boat steady by asking Santa for a stabilizer. There
are several manufacturers, but Seakeeper is the best-known; every-
body seems to want one, and more and more high-end boats feature
them as standard equipment. There are Seakeepers to fit boats of all
sizes, each using a gyroscope to offset and dampen rolling. They are
relatively straightforward to install, too. If you don’t want a gyro, ask
for active stabilizing fins; they are more complex to install and don’t
work as well (if at all) at anchor or while drifting as a gyro, but will do
the job underway. Stabilizers can change your boat from being jittery
as a reindeer on December 24th to as calm as the same beast in July.
It’s a major investment, but one that pays off big time, especially if
you expect to keep your boat for a few more years.
72 POWER & MOTORYACHT / DECEMBER 2023
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ON THE SECOND DAY: COOL AIR
so you don’t have to bother with gas cans. And your kids will love
riding around in it. It’s more fun than galloping Rudolph across
the glacier.
FOURTH DAY: DAVITS
Don’t tow that new RIB, or any dinghy; you’re just asking for trou-
ble. Carry it on board where it’s safe. The best place is on the foredeck
or cabin top if you have the space, but regardless of location, you’ll
need a davit. There are a bunch of nice hydraulic models that will fit
in Santa’s sleigh, any of which will make lifting the RIB a snap. Or
install a pair of manual davits on the transom—they’re less expensive,
almost as easy to use, and you can find them to fit any boat. Just
make sure the dinghy can be hoisted high enough to avoid being
swamped by your own stern wave when you drop off plane—often a
problem if the dink rides on the swim platform.
FIFTH DAY: CORROSION ISOLATION
Galvanic corrosion can do lots of damage to expensive underwater
metal. The problem is often caused by connecting to the marina’s
grounding circuit via the green wire in your shore-power cord. Your
best defense is an easy-to-install galvanic isolator or, even better, an
isolation transformer. A galvanic isolator blocks low-voltage cur-
rent through the green wire without removing ground protection if
a high-voltage short develops; an isolation transformer replaces the
hard-wired electrical connection with induction coils. No connec-
tion means less chance of galvanic corrosion.
SIXTH DAY: THRUST
It’s cold now, but won’t be in July, so how about finding an air con-
ditioner under the tree? Your boat will be a lot more comfortable on
those hot summer nights, and A/C might add to your resale value
when it’s time to move up. Reverse-
cycle (aka heat pump) A/C will warm
things up on the cusp of the season,
too. If you already have A/C, but it’s
a few years old and not quite up to
the job, ask for a newer, more efficient
model, and an ElectroSea or similar
system to keep the water lines clear
of barnacles and other gunk. It’ll save
maintenance and prevent breakdowns.
THIRD DAY: A NEW RIB
What makes cruising more fun than
a functional tender that allows folks
to go ashore, to the beach, or boat-
hopping through the anchorage? For
this, you can’t beat a RIB: It handles
better than a pure inflatable, is more
stable, cuts through chop and is over-
all a better choice than a dinghy that
fits in a bag. Add an electric outboard
Are you still docking without a bow thruster? Come on into the
21st century with the rest of us: Adding a thruster isn’t that big
a project if you hire pros who know what they’re doing. Prevent-
ing one bad docking experience will
likely pay for it, too, and keep you off
Santa’s (and your significant other’s)
naughty list next year. All but the
smallest boats are fitted with thrusters
as standard equipment today, so get
with the program and add one. It’ll
make docking less of an adventure.
SEVENTH DAY: JOYSTICK
Make this the Christmas that Santa
brings not only joy to the world, but
a joystick for your boat. Joysticks go
with thrusters like eggs go with nog:
The two systems together take most
of the angst out of docking, once you
get the hang of them. If your boat has
electronic controls, there’s probably
an aftermarket joystick system that’ll
work, or one from your engine builder
that can be retrofitted. Choosing and
74 POWER & MOTORYACHT / DECEMBER 2023
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uprights stuck into rod holders, complex shades that roll away under
the hardtop and shades supported by bows that fold back like Bimi-
nis. Disappoint your dermatologist by staying out of the sun.
ELEVENTH DAY: UNDERWATER LIGHTS
Fishermen use underwater lights to attract fish at night, but for most
of us they serve no real purpose. However, filling the water sur-
rounding your boat with multicolored neon-hued light is too cool
for school; it’ll make you the star of the marina. (OK, some folks
will hate it and decry you as a Philistine, but do you really care?) The
lights are affordable and easy to mount and wire. You can place a sin-
gle light midships on the transom, one or two to port and starboard,
or fill both sides of the boat with a rainbow of color—whatever floats
your boat. Don’t be surprised if many other boats in the marina have
underwater lights, too—it must be very confusing to fish. But all the
megayachts have underwater lights, so why shouldn’t you?
installing joystick controls requires know-how, so check with a quali-
fied technician to determine if there’s a system that will work on your
boat—and ask Santa for that one specifically.
EIGHTH DAY: WINDLASS
Compared to a joystick, installing a windlass is child’s play, and it will
make anchoring a lot more fun. You can carry a bigger anchor and
more chain for greater holding power, and not worry about spring-
ing your spine when hauling it back aboard. “Experts” used to rec-
ommend a short length of chain, often as little as six feet, between
anchor and rode; today, smart skippers carry at least 25 feet—I sug-
gest 50—to improve their anchor’s performance. A windlass makes
hoisting the extra weight a non-issue. Having reliable ground tackle,
and not having to spend every night in a marina while cruising, will
soon pay for the windlass, too.
NINTH DAY: RADAR
On that foggy Christmas Eve, do you think Santa could actually
see by the light of Rudolph’s nose? I doubt it—I think he had radar
in his sleigh, and you should have it, too. When the fog rolls in,
“seeing” what’s around you, whether other vessels, buoys, sea marks,
etc., takes away a lot of the tension. Most multifunction displays can
accept input from a radar, or you can install a standalone model.
A basic 4 kW radar will do the job, but one with more power will
paint a clearer radar picture, even if you can’t mount the scanner high
enough to get the maximum range. Choose a model with MARPA
(Mini Automatic Radar Plotting Aid), to help you keep track of ap-
proaching vessels, a handy feature in areas with heavy traffic. Add
AIS and you’ll have a nice package.
TENTH DAY: SHADE
The older you get, the more you regret not using sunscreen. A Bi-
mini top isn’t enough: Adding a cockpit sunshade, or one over the
forcdeck, or both, to prevent catching too many rays will pay off in
the coming years. There are standalone shades that stretch between
TWELFTH DAY: MORE JUICE
Your boat probably uses more electricity now than when she was
new, thanks to all the stuff you’ve added—like the electric outboard
for the RIB that needs charging even when you’re anchored over-
night, the underwater lights and the radar. And the Seakeeper you
asked for doesn’t run on air either! Keep your circuits fully powered
and your batteries charged by cither installing a standalone genset—
the traditional, albeit expensive and complex, solution if you need al-
ternating current while away from shore power—or upgrading your
engines’ alternators to higher-output models, if you can get by with
just DC juice. The buzz today is switching to lithium batteries, but
that involves completely re-engineering the 12-volt system, some-
thing even Santa might shy away from. And it costs a bomb. Instead,
stick to conventional battery chemistry, but add amp-hours to cover
the added demand.
BONUS DAY: A CORRECTED COMPASS
Santa has Rudolph to guide him, but you need a magnetic com-
pass—a usable one that’s big enough to see clearly from the helm,
and that’s properly adjusted. Today, navigation is all about elec-
tronics, magical boxes that tell us where we are, where we were and
where we’re going. Most of the time they work fine—but if grem-
lins eat the electrons, where will you be without a compass? A mag-
netic compass and basic piloting skills will take you almost every-
where—if you can spot a landmark, lighthouse, even a buoy every
now and then, you’ll make it safely to harbor. That is, if your com-
pass is giving you accurate directions: too many of them are simply
mounted somewhere near the wheel without ensuring that outside
influences—primarily magnetic metals nearby, but also electronics
and electromagnetic fields generated by the wiring—haven’t intro-
duced serious errors. For that, you need an experienced compass
adjuster who will use the sun, some esoteric astronomical tables,
and arcane know-how, to sync your compass with Mother Earth,
so it will always point you in the right direction—even back to the
North Pole, if that’s where you want to go. П
76 POWER & MOTORYACHT / DECEMBER 2023
in
oj lmeVmeandDme.com
FMvw u& @menlOrg
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"Old School" 37'2001 Gamefisherman
Call Dave Meyer: 561.722.1047
"Special K" 36'2013 Cabo
Call Brian Weaver: 561.308.0939
32'2022 Pursuit
Call Jack Robertson: 772.260.1364
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"Lucky 24" 46'2022 Valhalla
Call Tim Gredick: 843.607.7256
"4th Quarter" 45' 2020 Grady-White
Call Greg Hunt: 561.926.8017
43'2019 Jupiter
Call Rory Kline: 954.873.5123
"Lion's Den" 42'2020 Buddy Davis
Call Jeff Creary: 305.394.3429
"C" 42'2022 Scout
Call Bobby Damas: 305.308.0730
"Joslyn Marie" 42' 2017 Boston Whaler
Call Sean Spicer: 561.758.2132
"Justice" 42'2019 Invincible
Call Forrest Robertson: 561.281.2122
"Dragonfly" 41'2014 Bahama
Call Mike Scalisi: 954.650.3706
41'2021 Solace
Call Jeff Thiel: 609.602.8457
"Anticipation" 41'2020 Valhalla
Call Glenn Clyatt: 786.258.2434
"Captivator"39' 2018 SeaVee
Call Alexie Creary: 305.393.6333
"Dream Maker" 39' 2013 SeaVee
Call Nicholas Olinde: 321.720.7115
"New Horizons" 37'2014 Intrepid
Call Greg Hunt: 561.926.8017
37'2021 Valhalla
Call Simon Graham: 561.329.5009
"Sea Breeze" 32' 2019 Intrepid
Call Mark Mitchell: 407.435.6982
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2015 Marlow Explorer 61E
"Sea Smoke" is semi-enclosed and powered by twin 7O5hp CAT C12 engines. She is
loaded with custom upgrades and just fully serviced. Her custom layout includes three-
staterooms plus crew and lots of entertaining space. She is ready to go yachting!
2008 Marlow Explorer ZOE
"Liberty" is ready for your next cruising adventure. Extensively cruised by her current owner
on the East Coast and down island, she has averaged 10.9GPH over her cruising life. Pow-
ered with twin CAT C-18 10OOhp engines, she can acheive top speeds of around 25 knots.
2007 Marlow Explorer 53C
"Silver Lining" is an exceptional Explorer, with low hours on her twin 835hp Detroit MTU
Series 60 engines. She has many popular options, including a full beam king-sized master,
three staterooms, two heads, and separate crew quarters aft.
2007 Marlow Explorer 78E-CB
"Bespoke" was built with over $1 million in upgrades and options. Powered with 2800hp,
CAT 3412's engines and twin Onan 27.5 generators. With 5 staterooms she can accom-
modate eight people comfortably. A must see vessel!
2017 Marlow Prowler Havana
"Rover" is a Prowler Havana with state-of-the-art electron-
ics and high performance Mercury 400hp engines. She is
ready to fish or cruise in style. Call today!
2003 Marlow Explorer 65C
"Blue Rosy V" is a 3 stateroom and 3 head layout, including
a separate crew quarters aft with a single berth and head.
Powered by twin CAT 800hp engines, serviced professionally
and well maintained. She is a great family boat!
2006 Marlow Prowler 375
"Instead Of..." is a luxury picnic boat, fast with a shallow
draft. She has a queen centerline berth, large head, and
comfortable settee. A perfect long weekend boat.
2022 Marlow Explorer 62E-CB
"Rambler"
2003 Marlow Explorer 65C
"Time’
2013 Marlow Explorer 62E
"Frequent Sea"
2017 Marlow Explorer 49E
"Miss Vickie"
2020 Marlow Explorer 66E	2010 Marlow Explorer 57E
"Quixotic"	"Last Chance IV*
2011 Marlow Explorer 97E-CB
"Agave" is an exceptional yacht. She is powered by twin 1800hp CAT C32 engines with
only 1400 operational hours. This yacht features 7 staterooms, crew quarters, large new
galley and main deck owners suite. She is ready for your next adventure!
2020 Marlow Explorer 66E
"Magic" is in Bristol condition with low hours, one of the finest yachts in her class avail-
able today. Long distance cruise like a trawler or cross the Gulf Stream at 20 knots. She
has 3 staterooms, 3 heads, and spacious crew cabin with seating area.
2004 Marlow Explorer 70E
"Disconnected" is a well-appointed yacht with a multitude of recent upgrades. Her 3 state-
rooms and 3 heads plus separate crew berth and head make her the ideal cruising yacht.
Powered by twin CAT 3406's she is ready to take you on your next adventure!
When the perfect brokerage
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Create your own...
Vision of perfection.
Perfection isn't a goal at the finish line of production. It is the subtle
understanding of what each owner's personal vision of perfection
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2012 Sunseeker 40M $14,495,000
Nick (941) 720-1321
1994 Oceanco 126 Raised Pilothouse $3,295,000
Nick (941) 720-1321
2023 Numarine 37XP-08 | $17,750,000
Artie (850) 259-7807
2008 Westport 112 | $6,595,000
Nick (941) 720-1321
2018 Ocean Alexander 112 MY | $12,900,000
Clint (863) 412-5833
1990 Cheoy Lee 110 Sky Lounge MY | $2,199,000
Anthony (727) 515-9973
2016 Viking 92 SB $8,999,000 Jim (850) 259-3246
2015 Viking 92 EB $8,149,000 Jim (850) 259-3246
2021 Viking 82 Cockpit MY | $7,300,000
Michael (941) 725-2782
2016 Viking 80 EB $7,395,000 | Will (443) 610-2861
2018 Viking 80 EB $6395,000 Michael (941) 725-2782
2018 Viking 80 C $8,049,000 Christopher (813) 503-8398
2002 Queenship 98 Custom YF | $2,850,000
Steve (619) 405-5044
2015 Sea Ray 470 Sundancer $569,995 Keith (813) 523-6078
2015 Sea Ray 470 Sundancer $529,990 Chris (850) 723-7889
2017 Sea Ray 460 Sundancer I $699,996
Cory (281) 636-2228
2021 Viking 44 Open | $1,939,000
Will (443) 610-2861
2021 Tiara Yachts 43 LE $979,000 Rickard (727) 667-7745
2021 Tiara Sport 43 LS $979,000 Nick (850) 830-4474
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2020 Hargrave G120 Signature Series [ $12,995,000	2002 Westport 112 Motor Yacht [ $5,450,000	2013 Westport 112 MY | $9,799,000
Michael (941) 725-2782	Craig (941) 224-1663	David (239) 289-6098
2006 Hargrave 108 Raised Pilothouse $5,989,000	2012 Princess 32m | $7,499,000	2003 Hatteras 100 Raised Pilothouse MY | $4,600,000
Anthony (727) 515-9973	Anthony (727) 515-9973	David (239) 289-6098
2019 Viking 48 C $1,790,000 Darin (619) 944-2817
2020 Freeman 42 LR $950,000
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2023 HCB 42 Lujo $1,249,000
Carmine (941) 725-0587
2014 Viking 42 О $619,000
Christopher (813) 503-8398
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Denison
yachting
4 ROSES
185' OCEANFAST 2004 I FORT LAUDERDALE, FL
$19,000,000 | KURT BOSSHARDT | 954.478.0356
SECOND LOVE
146' TRINITY 2004 I WEST PALM BEACH, FL
$16,900,000 | CHRIS DAVES | 561.301.3306
KASHMIR
133' BROWARD 2008 I FORT LAUDERDALE, FL
$5,350,000 | GARY HARDCASTLE | 561.329.5538
SEA CLASS
139'ABEKING 2008 I FORT LAUDERDALE, FL
$4,950,000 | KURT BOSSHARDT | 954.478.0356
FORTITUDE
136’ INTERMARINE 1999 | FORT LAUDERDALE, FL
$6,850,000 | WILL NOFTSINGER I 850.461.3342
ACACIA
131' SUNSEEKER 2012 | FORT LAUDERDALE, FL
$12,995,000 | DAVID JOHNSON I 954.610.3263
EMOCEAN
125’ ROSETTI 2021 | PALERMO, ITALY
€16,850,000 | ALEX G. CLARKE | 203.722.3047
ENTOURAGE
125’ NORSHIP 1994 I FORT LAUDERDALE, FL
$4,500,000 | KIT DENISON I 954.614.2888
AURELIA	RETRIEVER
122’ HEESEN 2011 | VENTIMIGLIA, ITALY	121' BENETTI 2013 | FORT LAUDERDALE, FL
€7,850,000 | KEVIN PAUL | +34 650 756 611	$10,200,000 | ALEX G. CLARKE | 203.722.3047
ROCKIT
121' NUMARINE 2023 I FORT LAUDERDALE, FL
$17,750,000 | ALEX G. CLARKE | 203.722.3047
М2
120' BENETTI 2008 I FORT LAUDERDALE, FL
$6,950,000 | WILL NOFTSINGER | 850.461.3342
THREE BLESSINGS
118' WESTPORT 1997 I FORT LAUDERDALE, FL
$4,000,000 | PETER QUINTAL | 954.817.5662
CRESCENT LADY
117' CRESCENT 2020 I FORT LAUDERDALE, FL
$9,950,000 | ALEX G. CLARKE | 203.722.3047
SEAHAWK
112' WESTPORT 2014 I PALM BEACH, FL
$10,950,000 | ERIK MAYOL I 949.338.7907
TEMPO REALE
112’ HAKVOORT 1990 I FORT LAUDERDALE, FL
$3,985,000 | BRUCE SCHATTENBURG | 954.328.4329
ENCORE
112' LEOPARD 2008 I MIAMI, FL
$2,650,000 | ALEX G. CLARKE | 203.722.3047
DOPAMINE
109' MANGUSTA 2021 I MIAMI, FL
$13,850,000 | ALEX G. CLARKE | 203.722.3047
ALMOST THERE
106' HORIZON 2005 I SAN DIEGO, CA
$2,995,000 | ERIK MAYOL I 949.338.7907
LORAX
103’ JOHNSON 2008 I FORT LAUDERDALE, FL
$3,500,000 | DAVID JOHNSON | 954.610.3263
DREAMCHASER
94' FERRETTI 2001 I FORT LAUDERDALE, FL
$1,999,000 | WILL NOFTSINGER I 850.461.3342
LANIDA
92' LAZZARA 2010 | MIAMI, FL
$2,995,000 | JOE LAZZARA | 813.313.7512
86' AZIMUT 2008 | FORT LAUDERDALE, FL
$1,599,000 | DAVID JOHNSON | 954.610.3263
NEVER SETTLE
87' JOHNSON 2005 I FORT LAUDERDALE, FL
$2,375,000 | SIDNEY AMBROISE | 954.696.8163
+1 954.763.3971
DenisonYachting.com
Miami
Dania Beach
Fort Lauderdale
West Palm Beach	Da
Bradenton	Na
Stuart	Se
GIOIA
108' CUSTOM LINE 2018 I FORT LAUDERDALE, FL
$11,295,000 | BRUCE SCHATTENBURG | 954.328.4329
XWAVE
106’ SANLORENZO 2019 I FORT LAUDERDALE, FL
$9,195,000 | DAVID JOHNSON | 954.610.3263
LACEY KAY	MIRRACLE
96' NORDHAVN 2017 I WEST PALM BEACH, FL	95’ SUNSEEKER 2018 I FORT LAUDERDALE, FL
$9,950,000 | KURT BOSSHARDT | 954.478.0356	$6,249,000 | GREG REIDINGER | 850.225.6150
MAJESTIC MOMENTS
88’ AZIMUT 2019 | FORT LAUDERDALE, FL
$5,500,000 | JUNO PRUDHOMM | 786.385.5013
BEL SOGNO
88' RIVA 2022 I FORT LAUDERDALE, FL
$7,900,000 | DREW OFFERDAHL I 954.882.1960
26XP 21
85’ NUMARINE 2023 | FORT LAUDERDALE, FL
$6,200,000 | ALEX G. CLARKE I 203.722.3047
IMPETUOUS
85' FEADSHIP 1977 | FORT LAUDERDALE, FL
$1,199,000 | KEN DENISON | 954.612.1000
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72’ Viking 2020 - Call Connor Hall: 757.968.2353
70’ Viking 2011 - Call Clark Sneed: 919.669.1304
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64’ Viking 2007 - Call Daryl Brower: 252.259.0235
64’ Hatteras 2006 - Call Scott James: 757.570.3944
62’ Viking 2016 - Call Jeremy Blunt: 410.507.4150
6Г Weaver 2005 - Call Daryl Brower: 252.259.0235
60’ Princess 2016 - Call Chuck Meyers: 703.999.7696
58' Jarrett Bay 2007 - Call Daryl Brower: 252.259.0235
49’ Eiling 2020 - Call Scott MacDonald: 703.307.5900
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since 1968
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33’ L&H CUSTOM WALKAROUND 2001
Best priced L&H available, 330hp Cummins and gen.
Recently painted hull, lift kept, motivated seller. Other
new or later models available. Call Joe Majcherek C.A.
62’ PERSHING 2018
Low hrs on MAN'S 1550hp. Seakeepergyro, garage w/Wil-
liams Jet tender, Yacht Controller, 2 cabins w/convertible
settee + crew cabin, outstanding! Call Jeff Stanley, C.A.
70’ JOHNSON 2024
Under construction, twin CAT С-18's, 4 cabins, 3 heads +
crewaft. Open galley plan, Design Unlimited interior, fuI-
ly equipped incl'At Rest" stabilizers. Call Jeff Stanley C.A.
127’ BURGER 2003
Magnificent five cabin pedigree yacht. Fully handicapped accessible including a
large three deck elevator. Twin CAT 3508'S, fresh from yard with many updates.
Outstanding condition inside and out. Contact Jeff Stanley, Central Agent.
110’AvALRC 2016/2022
Recently updated with a new Atlas Power converter and a two-deck elevator, this
4000 mile+ range steel world cruiser has 5 staterooms and boasts a 320 GT vol-
ume. Seriously for sale. Contact Jeff Stanley, Central Agent.
97’ HARGRAVE 2005
Twin 1400HP CAT's, walkaround side decks, king master, 2 VIP's, 2 twins and 2 crew
cabins aft. Beautiful country kitchen and a huge entertaining flybridge. Just out of
the paint shed with a large list of improvements. Call Jeff Stanley, Central Agent.
46’ CARVER 2001
3 cabins, 2 heads, spacious FB. Proven great loop vet-
eran with far more volume than the average 46' M.Y.
w/Cummins 450 hp engine pkg. Call Chris Stanley, C.A.
95’ INTERMARINE 2001
Spaciousquality MY, FRP construction builtto ABS. Coun-
try Kitchen, 3-4 staterooms, large FB. MTU 12V2000's
just serviced. Attractively priced. Jeff Stanley, C.A.
76’ RIVA BAHAMA 2020
1 million dollar price reduction! 1800hp MAN's with 165 hrs. 3 ensuite staterooms,
crew for two, twin gens, gyro stabilized, glass bridge electronics, convertible hard
top. In Ft. Lauderdale. Must be sold. Call Jeff Stanley, Central Agent.
46’ GRAND BANKS 1995
Galley up, custom layout forward with pantry/laundry
room. 375hp CAT's, Naiad stabs & bow thruster. Fresh-
ened varnish, upgraded railings. Call Joe Majcherek, C.A.
38’ KNOWLES EXPRESS 1993
Thoroughly updated & immaculate, including newer
370hpCummins,PalmBeachTowerin'15,&Genin2020.
Cold-molded, super economical. Call John Noone C.A.
49’ CUSTOM CAROLINA 2000
Carolina built fiberglass Sportfish with overhauled
800hp CAT's, 2 stateroom/head layout. Loads of up-
dates over past 3 years. Call Joe Majcherek, C.A.
56’ NEPTUNUS 2004
Classic 56' Neptunus 3 cabins high gloss cherry inte-
rior. 2 x 800 HP CAT's with reasonable hours. Excellent
own-ership history. RIB tender. Call Jeff Stanley, C.A.

1510 SE 17th Street, Ste. 300 • Ft Lauderdale, FL 33316
954.525.8112 • Lauderdale@gilmanyachts.com • GILMANYACHTS.COM
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Joel Davidson, Central Agent
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2017 86' OUTER REEF DBMY | INSIGNIA
Key Largo, FL
Joel Davidson, Central Agent
MUST SEE! This stunning 860 Outer Reef Deluxbridge boasts a
beautiful custom interior and many construction upgrades, including
extra sound proofing throughout. For ease of travel under bridges, the
hardtop over the skylounge is designed with a fold-down mast,
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allowed her to cruise through the Erie barge canal. Her current owner
has maintained the yacht to the highest level.
2022 90' OUTER REEF MY | JULIANNE 2001 75' ALASKAN FLUSHDECK | SHAMROCK 2005 73' OUTER REEF MY | COLETTE
South Florida	Fort Lauderdale, FL	Fort Lauderdale, FL
2020 72' OUTER REEF MY | SUERTUDO	2020 72' OUTER REEF DBMY	2012 70' OUTER REEF MY | ERMA
Fort Lauderdale, FL	Fort Lauderdale, FL	Port St. Lucie, FL
2006 65' OUTER REEF MY | TASMAN	1988 65' SEA RANGER | SEA RANGER 2018 62' OUTER REEF TRIDENT | ANNE MARIE
Fort Lauderdale, FL	Fort Lauderdale, FL	Fort Lauderdale, FL
86' SUNSEEKER 2018	95* HARGRAVE 2016	66' VIKING 2015
Contact Jason Dunbar	Contact Markus Mrakovcich	Contact Andrew Grego
85’ OFFSHORE YACHT 2007	92’ PERSHING 2015	50’ OUTBACK YACHT 2022
Contact Steve Deane	Contact Ron McTighe	Contact Andrew Cilla
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Mike volunteered. Today a spry 81-year-old who
still jets around with his son Tim on Washing-
ton state waters, Mike recalls the fateful day this
iconic photo—which still hangs in New Zealand’s
factory—was taken:
“Hamilton marine developed fiberglass river
boats with the right bottom shape to run in shal-
low water and handle well in whitewater. The
boat was a Jet 52 unit with a Ford V6 that we
marinized at the shop.
One of the one of the promotions that was sug-
gested was to tow a water skier—with a ramp in
the background—with the water skier supposedly
going over the ramp. But we switched it around,
so the boat went over the ramp and the water skier
skied around it. That’s what that photo was—a
promotion to say wow, you can do that with a boat
and not hurt anything.
So, we went to a model agency. We hired this
gal: We’re going to go out with a ski boat and
we’re going to ski around and you’re gonna get
your photograph taken. We didn’t tell her we
were going over the ramp. We were thinking she
would have chickened out.
The ramp was wooden and had been made in
the shop. We sort of towed it out there and had
anchored it in very shallow water. The first time
we hit the ramp, we really didn’t know what it
was gonna be, we just knew we needed plenty of
speed. I would say we were going 35 mph. The
boat nosed down a little bit and went in with sort
of, the V of the bow. It didn’t really land flat. I
think when the boat went on the ramp, the ramp
actually touched the bottom. That boat would
run in four inches of water.
The model, she was a little shocked, and I think
there was a little scream. But then, frankly, she en-
joyed it. She was a trooper. We went over that ramp,
I think, three times. And it all went off very well.”
—Chris Dixon
112 POWER & MOTORYACHT / DECEMBER 2023
Apollonian Yachts is Taking Off!
The Apollonian 52 Pilothouse offers quality construction, well
thought out accommodations, and remarkable introductory
pricing. This has led to multiple sales and more orders on the
Renowned naval architect Howard Apollonio and local yacht
sales veteran Vic Parcells developed a new modern raised pilot-
house motoryacht—the Apollonian 52. Benefits of this design
books, including a 2024 model which
has recently sold. Please give us a call,
schedule your private showing of one of
the already sold Apollonian 52s, and see
for yourself why Apollonian Yachts is
taking off!
Order during December to get 2023
pricing and have your new Apollonian
shipped anywhere in the USA.
include ease of operation, a centrally
located galley, and spacious cabins
with good headroom. Features like a
convenient day head, wide side decks,
large flybridge, and shallow 3' 3" draft
are ideal for cruising. At 52' overall,
the boat fits most 50' slips, can easily
be handled by a couple, and is packed
with standard equipment like a bow
thruster and a full electronics package.
For more information, please contact our worldwide distributor Vic Parcells at (206) 229-3134.
Dealer inquiries encouraged.
g GARMIN
O©O @apoyachts
www.apoyachts.com