You know how I know when it’s almost Christmas? Yes, boat parades are a good gauge, but the real litmus test is how people in the Southern Boating office are behaving. With less than a week until the full-monty, here’s a quick look at how Southern Boating has prepared for the holidays.
The Tree
Our beautiful tree has been lit for about a month. Our fearless leader (read: publisher) starts asking when our Christmas tree will be here approximately three minutes after trick-or-treating ends in October, but the tree tends to go up in a post-Thanksgiving slumber. We also collected a boatload of toys for the Children’s Diagnostic and Treatment Center on behalf of our friends at MIASF & MICF.
The Treats
I’m really not sure how an office of only 14 people are able to consume roughly 28 lbs of various chocolates, candies, and cookies in one week. But at Southern Boating, we seem to have a somewhat unnatural propensity for consuming holiday sweets. I personally witnessed three dozen Mexican Wedding cookies disappear from their tin in less than 24 hours. But does this sugar high stop us from also celebrating an employee birthday today? Absolutely not. We require cake…and ice cream.
The Stuff
On par with our outlandish sugar intake is the barrage of gifts that are (still) arriving in a seemingly endless stream of Amazon packages. It’s no wonder that Bezos is the richest dude on the planet. In an attempt to surprise family and loved ones, most of Southern Boating‘s employees have their gifts delivered to the office. You won’t find any shopping procrastinators in this office, but if you’re late to the game, we have this list of six gifts that won’t break the bank.
The Merriment
Later this week, we will celebrate with our annual office luncheon. There’s always a Secret Santa gift exchange that never seems to stay very secret at all. It’s almost impossible when there’s a rogue elf (read: marketing assistant) on the loose who stomps around in pointy shoes, demanding to know who is buying gifts for who. This luncheon can drift towards raucous, but you really can’t blame us. It’s the end of the year and we’ve been subsisting on a diet of nothing but cookies and cake for three weeks straight.
Plus, it’s nearly impossible to avoid cacophony and peals of laughter when gifts have been everything from camo toilet paper to a live iguana.
I relish it all, and I think I can speak for everyone here when I say that the most important things that happen here at Southern Boating during the holidays are laughter-induced hiccups and a sense of comradery. There’s a lot of bad things happening in the world, but there’s a lot of good out there too. One of those good things is this crazy team. We are so lucky to be working in an industry we love, with the best customers, and the best subscribers. It should be said more often than when we’re misty-eyed from eggnog, but ’tis the season to be grateful for laughter. And for iguanas.
Happy Holidays!
— The Southern Boating Crew
PS: Before you decry animal cruelty, our art director took the iguana home as a gift for his son. Lucky kid.
Welcome to the Southern Boating Swimsuit 2015 Extras landing page!
Here’s your chance to have the “behind the scenes” experience of the Southern Boating Swimsuit 2015 photo shoot. Now you can see some of the processes involved, some of the “inside jokes,” outtakes, and the prep and setup of what goes into a photo shoot. And, we have videos that bring the experience a little closer.
Click on the pictures or link to begin your look behind the scenes of the Southern Boating Swimsuit 2015 photo shoot.
Southern Boating Swimsuit 2015 photo shoot. Photo: Sara Vathauer
September marks a special time for Southern Boating. We turn 45 years old, and we couldn’t be happier to still be alive and kicking after all this time.
Logos, covers, mascots, oh my! A lot has changed in the past 45 years: advancements in electronics and technology, boat construction, hull styles, and so much more. It’s been an absolute pleasure to be along for this crazy ride that is the marine industry.
Take a look at some of our favorite covers from years past. They show the wide variety of topics and styles better than I could ever explain myself.
The October Issue from 2006
Clear waters, blue skies in the June 1973 issue.
Cheers to 10 years!
October 1974
Buns the word in the February 2003 cover.
April 1973
Lounging in September of 1973.
The OG cover back in 1972. This one started it all!
The 2008 cover highlights charter vacations and more.
October 1972
20 years of Southern Boating! September 1992
This January issue from 1991 highlights the Bahamas.
Celebrate the new year in 1973.
A sportfish graces the cover of this June 1978 cover.
Sail into January 1979
February 1973- Welcome to the Miami Boat Show.
The first swimsuit cover back in 1981.
The July issue of SB has generally been dedicated to Center Consoles.
Expand your cruising landscape with new, trailerable models from Ranger Tugs and Cutwater Boats.
In just the past few years, Fluid Motion, LLC has become one of the most successful boat builders in the United States, if not the world. Fluid Motion is the brainchild of the father-son team of David and John Livingston, who have decades of experience building boats. In 1999, John created Fluid Motion and bought Ranger Tugs, a company that has been in business since 1958 but by the end of the 20th century was building only a 21-foot character tug. “It was just me, my wife, Jenn, my dad, and six employees in a World War II Quonset hut,” says John Livingston. Today, Fluid Motion has about 200 employees in six factories across Washington State. They still build the Ranger 21, plus a 23, 25, 27, 29, and 31. And in 2011, Fluid Motion started the Cutwater line for people who want to go faster in a more conventional-looking boat. Cutwater now makes a 24, 26, 28, and 30.
Over the years, I’ve been fortunate enough to have firsthand experience cruising on Rangers and Cutwaters both in the San Juan and Canadian Gulf Islands in the Pacific Northwest as well as from Manhattan to Quebec City in the Northeast, and I’ve always come away impressed. Both brands manage to pack a lot of boating innovations, features and ease of operation into whatever size I’ve tried. And now the company, known for making single-diesel pocket cruisers, is pushing the envelope with a new 24-foot outboard Cutwater at the lower end and a new 31-foot Ranger Tug with a flybridge at the upper.
The Fluid Motion story begins with David Livingston, who sold his first boat, an 8-foot fiberglass dinghy, at the Seattle Boat Show in 1968. Livingston then went on to design and build boats for Reinell, Wellcraft, Regal, and Fountain, among others. He was the president of Bayliner in 1988 and 1989 when the company was making 56,000 boats per year in 23 different plants. “He’s designed more boats than anyone in the industry,” John Livingston says of his father. Last year, the Northwest Marine Trade Association gave David their Legend Award. Officially, David is Fluid Motion’s Lead Designer and Head of Engineering. When I visited the company’s offices just south of Seattle a few years ago, David kept interrupting his sandwich lunch at his desk to run out back where workers were lifting a new hull out of its mold. “And I thought this was going to be a retirement job,” he says, laughing.
All of Fluid Motion’s boats are trailerable, which enables owners to explore waters near and far.
Cutwarer 24 outboard makes the best possible use of inside space.
The Ranger Tug R-31 CB has plenty of inside room for family and guests.
Cutwater 24 Outboard
The original Ranger 21 looked like a mini tugboat with a single Volvo diesel that pushed it to about 6.5 knots. It was the only boat Ranger Tugs made until 2007 when Fluid Motion introduced the 25, also an affordable single-diesel. The company sold 53 of them in the first six months. One secret to Fluid Motion’s success is that its boats are trailerable. They’re easy to buy, easy to run and easy to keep since trailering enables owners to avoid slip and winter storage fees and also to cruise anywhere their SUV or pickup can access a boat ramp. Another secret is that both Ranger and Cutwater pack a lot of usable space into all of their boats, which appeals to both first-time buyers and those downsizing from larger yachts.
A creative use of space and innovative engineering are certainly keys to Fluid Motion’s success. But so is the company’s ability to form an owner community around its brands with active rendezvous, alumni cruises, raft-ups, weekend parties, and factory visits. At least 250 people showed up at last year’s annual rendezvous at Roche Harbor in the San Juans. The Tugnuts website (tugnuts.com) promotes all of these activities as well as troubleshooting and maintenance—their forums go on for 681 pages. As a result of all this involvement, owners tend to be happy. Todd Banks, president of Kenmore Air in Seattle, started out with a Ranger 27 and is now a partner in a Ranger 31. Regarding an annual 10-day cruise to Canada’s Desolation Sound with his wife and three teenagers, he says, “[it’s] definitely the highlight of the summer. Everybody looks forward to it.” And there’s plenty of room for the family. The two boys sleep in the aft cabin, the daughter on the convertible dinette, and Banks with his wife, Jane, in the master forward. “We cruise and then drop the hook in different spots, fishing, swimming, exploring. It’s all a great family outing,” he says. “And Ranger is a first-class operation with first-class people.”
After my cruises on a Ranger 29 and then a 27 in the Pacific Northwest, photographer George Sass, Sr. and I spent five days travelling 495 nm from New York Harbor to Quebec City on a Cutwater 28, the two of us living on board 24 hours a day. Cruising up the Hudson and Lake Champlain and then down the St. Lawrence at 16-18 knots, the ride was easy, visibility excellent, and the cockpit is a perfect spot for morning coffee or evening libations. When we finally left the Cutwater in Quebec, Sass revealed, “I’m going to miss this boat.” I agreed.
Cutwater’s newest boat, a 24, breaks out of the single-diesel mold by offering a 300-hp Yamaha outboard (though you can order it with a Volvo diesel if you prefer). Designed to get more people into boating, the 24 has a private stateroom in the bow, mid-berth with a mattress, salon that seats four with a dinette that converts to a berth, a private head with shower, an electric/alcohol stove and a fridge/freezer—everything you need to go cruising. The 8′ 6″ beam makes it trailerable, and the outboard performance is head snapping with a top speed of 43.7 mph. The base model includes a Garmin 7610 GPS plotter with a depth sounder and fishfinder.
At the top of the line, the new Ranger 31 CB is the first with a flybridge. To make the boat trailerable, the flybridge folds down on hinges to reduce the air draft on a trailer to 13′ 2″. Just unhook the canvas that serves as a cowling, drop the inner supports and fold it flat. The flybridge itself seats four and is reached from the cockpit via stairs rather than a ladder. For living space, the R-31 has two staterooms and a convertible dinette. It’s easy to dock with bow and stern thrusters, and the semi-displacement hull, driven by a 300-hp Volvo diesel, tops out at over 20 knots. To make extra social room in the cockpit (an owner request), David designed a reversible settee across the transom allowing cruisers to sit facing forward while underway or face aft for watersports, plus custom gull-wing seats that fold out of the hull on both sides.
Every R-31 is water tested before delivery and comes ready for cruising; Garmin GPS units at the upper and lower stations, a safety kit, lines, and fenders are included. It’s no surprise that this flagship is proving as popular as Fluid Motion’s earlier models.
By Peter A. Janssen, Southern Boating Magazine August 2016
SPECIFICATIONS
Cutwater 24 Outboard LOA: 28′ 10″ Beam: 8′ 6″ Draft: 2′ 6″ (motor down) Weight: 4,900 lbs. Fuel/Water: 125/30 U.S. gals. Power: 1x Yamaha 300-hp outboard Cruise/Top speed: 27/43 mph Range: 249 nm at cruise Price: $109,937 CONTACT Cutwater Boats
17341 Tye Street SE
Monroe, WA 98272
(800) 349-7198 cutwaterboats.com
Use these trailering tips and tow your boat to gain access to new and exciting waterways.
Towing a trailerable vessel is daunting to some boating enthusiasts and a snap for others, but those experienced in trailering recognize the many benefits. Hitting the road with a boat in tow unlocks access to rivers, lakes, bays, and oceans previously considered unreachable. Moreover, it’s easier to load and repair your boat when on a trailer and less expensive to re-fuel at a local gas station. (Take care to pump only marine-suitable fuel.) Then after launching the vessel at the marina ramp and into the water, it’s a quick getaway from the crowd. These trailering tips and resources will help to make your trailering experience easier and safer.
Prep It
Regarding durability, boat trailers are built to take a serious amount of punishment, not only from the boat and open road but also from constant submersion into the water. But trailer maintenance is still crucial, and while freshwater is relatively benign, saltwater and brackish water is brutally corrosive. Even a tiny amount of residual saltwater could cause damage to internal parts when the trailer sits idle throughout the offseason.
“First and foremost, review your owner’s manual for tips and information especially on maintenance for the trailer and how to use it safely,” says EZ Loader Custom Boat Trailers vice president and general manager, Gary Potter. “Second, never tow your boat until you review the NMMA and/or NATM decal showing the parts of the trailer you must check before towing. Do not tow the trailer if there is a problem.”
Check it
The initial checklist includes monitoring items such as tire air pressure, ensuring the latch is in place on the trailer ball and secured to the actuator before moving, and making sure the trailer wheels’ lug nuts are secured to manufacturer specifications.
Trailer manufacturers such as EZ Loader use modern technology to make trailering boats safer. “Today, there are many new devices for monitoring air pressure and other functions on the trailers,” says Potter. “Actuators are being made with safety in mind with quick-connect attachments. There are certainly more advances in cosmetics than ever before with the use of larger tires in combination with new and exciting-styled aluminum wheels plus all kinds of lighting including LED, Glow and other technologies.”
Online Towing Guide publisher Brett Becker says becoming proficient at towing takes practice and training but not while you’re at a crowded launch ramp on the weekend when the pressure is really on. “You get good at trailering the same way you get to Carnegie Hall: practice, practice, practice,” Becker says. “Focus on improving your skills each time you go boating, and pretty soon nothing about trailering will faze you.” Practice when the trailer is both empty and loaded as the change in weight can affect how the trailer responds.
It’s also important to regularly review the towing rules and regulations because they are constantly changing. Each state’s Department of Motor Vehicles website offers the most current regulations, and the Online Towing Guide provides a helpful chart to determine your state’s fundamental trailering laws.
Keep your distance
When on the road, the most important function is stopping safely and under control, which means you should allow for plenty of space between you and the vehicles ahead of you. The time and distance it takes to brake increases dramatically when trailering, so doubling or even tripling the amount of space that you would normally allot between your car and the next is the safest option until you get a sense of your rig’s behavior.
Mirrors also play a vital role, so consider installing larger side mirrors and convex blind-spot mirrors for supplementary safety precautions. Also, don’t be hesitant to enlist your passengers for help on the road and while maneuvering at the launch ramp.
EZ Loader’s exclusive, special edition winch adjusts to your requirements.
EZ Loader’s Electro LED Brite Step helps ensure operator safety.
Always review all NMMA and/or NATM decals before trailering.
EZ Loader’s example of Electro LED rail lights with logo allows for complete customization.
Stay in control on hills and in traffic
An unbalanced truck and trailer rig have a tendency to sway whether in traffic, around curves or down hills. If you begin to sway, gradually slow down and turn the wheel minimally. When you’re able to safely pull off the road, be sure to check for imbalances, tire problems, and potential mechanical failures. Trailer swaying frequently has more to do with tongue weight distribution. In most cases, the greater the tongue weight without exceeding that coupler’s capacity rating, the better the towing.
Get properly connected
The coupler linking the tow vehicle and trailer is a simple yet incredibly important connection. Always check for debris inside the coupler as any crumbs or particles could prevent the hitch ball from fully seating, which would cause an unstable connection. After attaching the coupler to the hitch ball, use the jack to try and lift it to separate the two. If it does not detach, you have a solid connection.
There’s also a coupler latch that moves the collar that locks under the hitch ball, and you want to ensure that it’s lubricated and moving smoothly for safe maneuvering. The same goes for the moving parts on the tongue jack. Penetrating lubricant comes in spray cans with straw nozzles, which allows you to work fluid into the nooks and crannies.
“Make sure your cables or chains are in good shape and ready to be crisscrossed under the hitch while underway,” says Potter. “The chain or cable shouldn’t be long enough to scrape the ground, but also not so short so that the trailer can’t make a full turn without damaging the chain or cable.”
Embrace new technology
EZ Loader aims to be innovative by developing new, improved and more effective products each year. “Most recently we developed and received a patent on a new aluminum trailer design we call I-Tube,” Potter says. “This is an aluminum I-beam trailer with a tube, so the brake lines and electrical harness stay protected in a non-corrosive environment. The I-Tube also keeps them free of possible snags from outside the trailer, and makes for a better appearance than standard I-beam aluminum.”
EZ Loader also offers new lighting designs, including steps with a lit top step made of acrylic material. The top step is wired into the harness and light is positioned underneath. “That lights the top of the steps and makes for a safer place to step if needed,” adds Potter. “It lights up for the driver of the vehicle in a flat-tire situation.”
EZ Loader also offers an extension step to the trailer’s rear, making it easier to access the boat from the back. EZ Loader’s “brite steps” utilize a rail that lights up your boat’s logo, giving the boat company and/or dealer constant advertising while in tow.
Add a rearview camera
Newer vehicles have rearview cameras, but if your vehicle is not already equipped with one you have the option to add a portable rearview camera. Companies such as 4UCam offer a wireless magnetic portable camera and a 2.5-inch monitor. The monitor is hooked up on the dash and the camera is attached to the back of the vehicle.
Both the monitor and the camera have a built-in rechargeable battery inside. The magnetic-based night vision wireless camera is used to guide you to the trailer, then easily hitch up and be on your way.
The words “yachtsman” and “passion” are so often used together that I worry the emphasis is lost, like describing every boat as unique. That was until I spent time with the Walker Bay team that just delivered a 17-foot RIB they branded Generation 525 that’s intended to serve the 115- 135-foot yacht market rather competitively.
Passion, as it turns out, is precisely what drove naval engineers and product specialists to tweak and rethink nearly every aspect of a niche market, creating a RIB that pushes the boundaries of innovation and blends durability and practicality to what becomes an extension of the very yacht a tender serves.
Work began three years ago on a new stringer process to vastly improve and achieve a smooth ride. Some RIB manufacturers use a basic plywood stringer to support the hull and top deck. Repeat after me: Plywood and water are not a good mix over time. Think lumpy oatmeal and you get the picture. The Gen 525 incorporates a polyurethane composite micro stringer system in the floor that’s lighter and stronger than wood. Mating the hull and deck together required countless hours of testing various bonding materials. Instead of the typical air cavity between the hull and deck, Walker Bay created a unidirectional glass and a polyurethane stringer grid bonding system to absorb the impact from wave chop. This also serves to make the hull stronger and provides permanent positive buoyancy.
The real trick—and where the word passion comes to play—involves the number of hulls they created to get the ride perfected. Just as your tire alignment can smooth out your car ride, Walker Bay noticed that distortion and misalignment in competitors’ hulls led to poor handling and stress cracks. Engineers built a sophisticated jig and alignment process for joining the main parts, so stress energy is distributed efficiently for a better handling and predictably longer-lasting boat.
Skip Reisert of Tender Care Boats in Ft. Lauderdale, who sells Walker Bay and AB’s Nautilus and Oceanus series of tenders, joined the team as a consultant for the topside work. “So often I get an owner who has commissioned a yacht and wants to outfit it with a tender without really knowing what size will fit or some of the nuances of davit placement, lifting capacity, right down to davit lifting points,” Reisert shared. “For example, a Westport 112 can only support a tender up to 15 feet. Maximum length on the Westport 130 is 18 feet, so this is a very narrow, yet vital measurement consideration when shopping for the right tender.”
Walker Bay took note of the needs of this niche market and strategically located seven extra stainless-steel davit-lifting points and flush-mounted them, greatly reducing the potential of snagging clothing or skin of passengers. The team realized that especially in the charter market, guests are unaccustomed to maintaining a low center of gravity for boarding a tender, so they incorporated port and starboard recessed teak boarding steps and an ingenious removable leaning boarding post handle, all of which leads to a generous-sized clear pathway to seating.
When used for exploring, snorkeling or watersports, the Gen 525 is ready for fun. Retractable ski pole, deluxe boarding ladder and bow area sunpad are all options, along with the standard insulated cooler locker for refreshments and freshwater shower with 10-gallon capacity.
Our test boat in Naples, Florida, was equipped with a very quiet Honda 115 outboard. Once we left the no-wake zone, the tender popped up on plane effortlessly and held a true course with nary a touch on the hydraulic tilt steering and without any loss of the horizon even though I had engaged the driver’s side flip-up bolster seat. We topped out at 44 mph with two people on board and a full tank (32 gallons) of fuel. While Honda is the preferred engine partner, Reisert, who is an Evinrude dealer, says the E-TEC 115 two-stroke engine will easily add another 3-4 mph—more than enough speed to make your eyes water and get back home or to the yacht quickly.
With passenger backrest cushions, five stainless steel cup holders, the aforementioned cooler, and four pop-up cleats, those with access to the ICW may consider this a “second” boat for your dock and those impromptu waterfront dining dashes with friends—and bring a bunch of them. It’s rated for 10 passengers.
“Walker Bay has raised the bar in every way with this Generation 525,” says Reisert. “They added deadrise in the hull, smoothed out the ride, are easily two to three miles per hour faster than the competition, and created an open layout and vinyl seating appearance that will complement your yacht.”
By Alan Wendt, Southern Boating Magazine November 2016
Specifications: LOA: 17′ 2″
Beam: 8′ 4″
Weight: 1,160 lbs.
Fuel: 32 gals.
Max horsepower: 115 hp
MSRP: $49,995 walkerbay.com
Grow a galley herb garden and liven up your onboard menus.
Everyone loves an extended cruise no matter the destination. But occasionally long trips mean leaving certain things back on shore, including the fresh provisions you’ve come to enjoy. However, not everything has to stay behind! The ease of growing herbs in almost any location means they’re easy to bring along while cruising. Herbs thrive in ideal boating conditions and, like people, enjoy opportunities to soak up the sunshine. Fresh herbs liven up the galley and add zest to complement any onboard meal. Whether it’s a sprig of fresh mint in your evening mojitos or parsley on top of spaghetti, incorporating fresh herbs into meals will kick the party up a notch with minimal effort. (Just because you’re on a boat doesn’t mean your fare has to be out of a box or a can.) Herbs are low maintenance, can freshen up the interior of any living space and growing them will also give you an opportunity to improve your green thumb.
Thoughts of indoor herb gardens normally bring to mind visions of small, potted plants dotted along a kitchen windowsill. Luckily, transitioning herbs into life on the water is just as easy as growing them back on land. There’s a variety of ways to ensure your herbs thrive—grow them in small planters, old cans and even mason jars—that all work well in areas with limited space. However, there are a few considerations to keep in mind when looking after herbs on a boat that don’t apply to kitchen varieties. While herbs love plenty of sunshine and water, salt spray will permanently damage most herbs if they are left on deck for too long, although a few hours outside won’t hurt them. A good rule of thumb to follow is that almost every herb will need at least four to six hours of quality sunlight a day, even if it’s just through a window.
In order to get started, consider where you’ll keep your herbs, what variety you want to grow and what planting method makes the most sense based on space requirements. Interior windowsills are always a great place to keep herbs. However, many herbs will also thrive in any of the nooks and crannies onboard provided they get enough sunlight. Although there are many varieties of herbs, not every type is cut out for life on the water. Generally, mint, thyme, rosemary, dill, sage, tarragon, parsley, and basil all adjust well to life on a boat, grow quickly and make wonderful additions to most menus. Furthermore, their fragrance enhances interior spaces and provides a welcoming element to any room. The previously mentioned herbs grow quickly and within only a few short weeks will be ready to enjoy in a variety of dishes.
To assemble your herb garden you’ll need:
• Old food cans or Mason jars
• Drill with a small drill bit
• Terra-cotta saucer
• Juvenile plants or seedlings
• Quality potting soil
• Mint, oregano, parsley, mint, thyme, or other plant/seedlings
• River rocks or small pebbles
To begin, decide how many herbs to plant. Is your goal to simply spice up the occasional cocktail, or are you picturing fresh parsley or cilantro in daily Italian meals? The answer to this question, as well as space limitations, will determine the number of starting herbs. Wash the appropriate amount of cans thoroughly and allow them to dry.
Whatever container you choose, ensure it has proper drainage. If you’re using cans, drill several small holes into the bottom of each can to allow proper drainage. For glass Mason jars, fill the bottom of each jar with a small layer of river rocks or pebbles to provide drainage.
Next, fill a terra-cotta saucer with small river rocks. Fill the cans or mason jars two-thirds of the way full with quality potting soil. Remove the herbs from their pots and replant them in either the cans or Mason jars. Add a little more potting soil to cover the roots of the herbs. Water the herbs so the soil is damp all the way through, and arrange cans on the terra-cotta saucer. Place where herbs will be able to receive four to six hours of sunlight daily. Remember to partially rotate the cans or jars every few days to ensure even growth. Forgetting to do so could cause the herbs to become spindly, as they’ll stretch out in an attempt to find more sunlight.
Fortunately for boating enthusiasts, herbs are hardy and simple to care for. Herbs only require occasional watering; give them water once the top two inches of soil have dried out. Make sure to keep a saucer or liner underneath each can or Mason jar to avoid ruining a windowsill or tabletop. Excess water is particularly damaging to herbs as sitting in water quickly causes their roots to rot. If your herbs begin to turn brown, assume the cause is overwatering. Wait until the plants reach between 6-8 inches in height before you harvest. Trim off approximately 1/3 of the branches, cutting close to a leaf intersection, which will ensure that your herbs regrow quickly and provide lasting enjoyment for many meals to come.
By Susanna Botkin, Southern Boating Magazine September 2016
The islands of St. Vincent and the Grenadines form one country that stretches along 40 miles of the eastern Caribbean in a northeast-southwest direction. The better known gem-like Grenadines include Bequia, Mustique, Canouan, Tobago Cays, Mayreau, and Union Islands. But there are many spits of sand and one-boat anchorages to drop the hook, feel the trade winds on your skin and ponder the meaning of civilization from the shady comfort of the cockpit.
We make much of the term “civilization”, as if it signals a respite from an otherwise inhospitable environment. The word means different things to different people. For some, it’s WiFi, lattes, rental cars, and restaurants. For me, it’s a capable boat, cool drinks, aquamarine waters, and friendly locals, which aptly describe this island country.
St. Vincent is a lush island and a convenient jumping-off point to the Grenadines when arriving from the north. (If chartering, it’s best to start in Grenada to the south where many charter companies are based.) There’s much to do ashore on the big island. Fort Charlotte overlooks Kingstown. Take a guided tour of the botanical gardens with exotic plants and the St. Vincent parrot whose blue, green and yellow plumage inspired the country’s flag. Guides for hire bring the garden to life with good humor and education so that even the flora-challenged enjoy the scenery.
A nice place to catch a mooring before departing for points south is near Young Island at the bottom of St. Vincent. A nearby rocky pinnacle is home to the ruins of Fort Duvernette. Climb the 255 steps to inspect the cannons and the views from the top before getting under way.
C&N’s Port Louis Marina boasts the vibrant colors the islands are famous for. Photo: Camper & Nicholsons International
C&N’s Port Louis Marina is also a popular charter destination. Photo: Steve Brett
Cannons watch over the walls of Fort Charlotte constructed in 1806, which has spectacular views overlooking Kingstown and is always worth a visit.
The Grenada Sailing Festival takes place every year on Grand Anse Beach. The friendly rivalry of this close-knit community is often expressed in Grenada through the creation of many local regattas and competitions to see which competitor has the fastest vessel. Photo: Joshua Yetman
The Grenada Sailing Festival takes place every year on Grand Anse Beach. The friendly rivalry of this close-knit community is often expressed in Grenada through the creation of many local regattas and competitions to see which competitor has the fastest vessel. Photo: Joshua Yetman
Few people do more than dip a toe in the water on Union Island. Swimming and surfing are banned on La Réunion in all but a few places because of a fear of shark attacks.
Adventure Jeep tours offer visitors the opportunity to explore Grenada’s natural beauty.
The world’s first underwater sculpture gallery on Grenada attracts divers. Photo: Jason deCaires Taylor
Snorkeling in Grenada is only one of the many activities to enjoy while out on the water.
The carnival activities in Grenada begin in July, although they don’t pick up until the beginning of August with nightly calypso shows. A week before the Grenada Carnival begins, the carnival queen show takes place with a parade through St. George’s streets.
An easy run south is beautiful Bequia (pronounced Bek-way), the largest and northernmost of the Grenadines. The friendly English-speaking population is very welcoming. Bequia’s Admiralty Bay provides lots of easy anchoring and moorings off the beach of Port Elizabeth. The islands’ “boat boy” culture involves men and women entrepreneurs who come out in their small boats to assist with hooking up to a mooring ball, deliver fresh baked goods, haul away trash, or deliver ice. Tip them well and they’ll take care of nearly anything you need.
Shopping in Port Elizabeth is colorful; bright T-shirts flap in the breeze outside vibrant gift shops. Street vendors offer everything from fruit and locally made jewelry to boating souvenirs carved from coconuts. Stroll down Belmont Walkway, a stone path along the bay lapped by the waves and lined with cafes and bars. It’s almost window-shopping for a place to relax; we like the Whaleboner Bar followed by Mac’s for pizza.
Mustique is a 10-mile jaunt southeast, a mostly private island with vacation homes for the rich and famous. You cannot anchor here and must take a $200 EC ($75 U.S.) mooring. A highlight is Basils’ Bar and a golf cart tour of the islands. The best time to visit is during the Mustique Blues Festival, usually held in January.
From Mustique, it’s 21 miles with a beam wind to Horsesho e Reef which surrounds the Tobago Cays. Postcard vistas of white sand beaches and swaying palm trees make up the mostly uninhabited cays where every angle presents a paradise of kaleidoscope colors. The four idyllic islands hide in protected waters. They were designated as a national marine park in 1998 so rangers ask for $10 EC (40 cents U.S.) per person per day, which is a fair price for guardianship of the area.
There are few distractions here and no nightlife other than the odd beach BBQ coordinated by the boat boys. The spectacular reef provides mostly protected water, and great snorkeling is near the roped-off sanctuary off Baradel Island; rays glide by and turtles feed on grass so close that you can hear them munching as they graze.
Parts of Pirates of the Caribbean were filmed in the Cays, so if you take your camera and troll the various beaches, you might find a few angles that look like Captain Jack Sparrow is about to swagger around the corner. Remote and pristine, the Cays are about bringing your swimsuit, a good book, cooler of beer, and forgetting the world for a while.
With good light and eyes focused on the crystalline water, it’s possible to thread the unmarked reefs and head out of the Cays’ southern entrance enroute to Union Island, a mere three miles away. Its highest peak, Mt. Parnassus, is nearly 900 feet so you can’t miss it. The main town of Clifton provides great provisioning with an open-air produce market and several grocery stores that sell gourmet coffee, chocolate and bread. A sundowner at Janti’s Happy Island in the harbor is mandatory and can only be reached via dinghy because it was built on the reef out of thousands of conch shells gathered by Janti himself. Clifton is on the windward side and if the weather is a bit sporty, it may be time to hide in Chatham Bay on the western end. This large bay with a long beach has multiple shack-style restaurants advertising lobster dinners.
When Columbus plied Caribbean waters, St. Vincent was known by its inhabitants as Hairoun, which means “home of the blessed”—it’s also a brand of a popular local beer. The region had a tumultuous history and was settled by various groups including the peaceful Arawak Indians, the not-so-peaceful Carib Indians and a mixed bag of Europeans who ping-ponged the region’s ownership back and forth for hundreds of years. Missionaries, wrecked slave ships and rumors of cannibalism made for colorful, if grim, beginnings. A succinct synopsis of the islands’ evolution is told and retold with imaginative flair by proud locals who tend to insert their own “historical facts”.
The postcard-perfect Grenadines differ from one another and you can experience a wide variety of terrain and culture in a compact area. It’s such a unique location that once is not enough when visiting these quintessentially Caribbean islands. I, for one, will be back soon, since civilization in the literal sense is overrated, but civilization redefined is sublime.
INSIDER TIP: Any time is a good time to visit the Windward Islands since temperatures hover around 80 degrees Fahrenheit and the trade winds blow a refreshing breeze year-round. Many cruisers slip down to Grenada just south of the Grenadines during hurricane season (June to November); some insurance companies consider it to be below the hurricane belt.
Outside of the Blue Lagoon at the southern tip of St. Vincent, there aren’t many marinas in the Grenadines. Mooring fields are plentiful with prices ranging $20-45 EC. The best selection of charter yachts, including power catamarans from The Moorings, is in Grenada. Sunsail, Moorings and Dream Yacht all have bases in St. George’s. Note: check-in and check-out is needed when cruising between the Grenadines and Grenada, which are separate countries.
Provisioning is good especially on Bequia and Union Islands. Local grocers can be a fun exploration of items like sugar apples, durian, callalou, wax apples, and soursop.
GRENADINES CRUISER RESOURCES:
MARINAS: Blue Lagoon Hotel & Marina
Ratho Mill
St. Vincent & the Grenadines
+1 (784) 458-4308
Port Louis Marina
St. Georges, Grenada
+1 (473) 435-7432
Check the forecast with marine-centered apps before casting off.
Every cruiser should know to check the weather before leaving the dock. However, there’s more to it than simply seeing if it’s going to be a pleasant trip. Extreme weather conditions pose a very definite threat. Fortunately, there are meteorologists at work 24/7 making forecasts specifically for marine activities. And today, there are many ways of obtaining this information.
Among its variety of duties, the National Weather Service (NWS) “provides current, accurate information relating to the U.S. coast, coastal and offshore waters, and the open oceans to ensure the safety of life and property.” All NWS offices along the coast have a special marine unit. To check current conditions go to either the NWS homepage at weather.gov or nws.noaa.gov/om/marine/home.htm. On the U.S. map, just click on your location, which takes you to your local NWS office. Next, click on Marine Weather on the menu bar. The NWS maintains a network of coastal stations and offshore buoys that are constantly monitoring sea and air conditions. There are also private ships that take observations and relay them to the NWS. You can obtain the latest buoy reports—a few even have cameras—either from the local NWS office or the source, the National Data Buoy Center at ndbc.noaa.gov. Data includes current conditions in terms of air temperature, wind speed with gusts and wind direction, atmospheric pressure and tendency, and water temperature. Some buoys also report wave height, wave period and wave direction. Don’t forget to check the local radar, which shows precipitation, especially dangerous thunderstorms.
You can also get your weather forecast here, as marine forecasts are prepared by the local NWS Office every 6 hours. Besides basic training in meteorology, all NWS marine forecasters have completed special training specifically targeted for marine forecasting. The “Nearshore Marine Forecast” or “Coastal Waters Forecast” covers a specific given area from the coastline out to 20 nm. A brief synopsis of weather conditions is followed by a forecast that includes wind direction and speed, sea heights, sea condition, and any expected precipitation for the next 5 days.
This is followed by an “Offshore Marine Forecast” or “Offshore Waters Forecast” that goes out from 20 to 60 nm and is “mainly geared to those mariners operating further off shore, a day or more from safe harbor.” These are issued by the Ocean Prediction Center in Washington for offshore New England and the Mid-Atlantic (opc.ncep.noaa.gov/Atl_tab.shtml) and by the Tropical Analysis and Forecast Branch (TAFB) of the National Hurricane Center (NHC) in Miami for the Southeast offshore waters, the Caribbean and the Gulf of Mexico (nhc.noaa.gov/marine/). The forecasts follow the same format as the “Nearshore”. Beyond this there are “High Seas Forecasts” which are “geared to the needs of the largest ocean-going vessels” and emphasize “gale force or worse conditions”. These again are produced by the TAFB and the Ocean Prediction Center.
Besides basic forecasts of weather and sea conditions, the NWS Marine Forecasts include marine warnings for potentially dangerous weather or sea conditions. Advisories and warnings will be headlined in the standard forecast. These include the standard wind advisories and warnings from Small Craft Advisories to Gale and Storm Warnings to Tropical Storm and Hurricane Warnings. The NWS would also issue “Special Marine Warnings” if necessary. These are for “potentially hazardous over-water events, usually of short duration (up to 2 hours), including thunderstorms, waterspouts, squalls, wind shifts, and other short-lived conditions”.
Of course, the NHC is also the source for information on all tropical systems. The Atlantic Tropical Weather Discussion highlights all tropical activity and related weather for the Gulf of Mexico, Caribbean Sea and tropical Atlantic. The Tropical Weather Outlook deals specifically with tropical cyclones. Once a system is deemed to have reached tropical depression strength (a closed circulation), forecast advisories will be issued every 6 hours. Besides forecasts of center location and maximum wind speed, the areal extent of winds exceeding 34, 50 and 64 knots and seas exceeding 12 feet will be given for every 12 hours out to 3 days.
The government provides all of the information described above for free. If, however, you desire weather information specifically tailored for your needs be it a race, a cruise, etc., there are private companies whose services you can hire. They also have teams of trained marine meteorologists who will make forecasts for the specific locations and times you need. Such companies include Buoyweather (buoyweather.com), Weather Routing, Inc. (wriwx.com) and Ocean Weather Services (oceanweatherservices.com).
If you have access to the Internet, all of the government information is readily available, but there are also other sources. NOAA Weather Radio broadcasts the marine information described above continuously and is disseminated by the NWS and the U.S. Coast Guard. NOAA telephone recordings of marine information are also available from many NWS offices.
Of course, today, there are also apps that can provide up-to-date weather information. Buoyweather has its “Marine Weather” iPhone app. “Boating Weather” by Blue Whale Apps, Inc. is available on iTunes as is “OutCast – Weather” and “NOAA Marine Forecasts” by Ardan Studios, LLC. “SiriusXM Marine” is available from Sirius Radio. “Marine Weather” by Bluefin Engineering is an app for all Android, iOS and BlackBerry phones. Much of the information provided comes from the NWS but the data displays are typically customized.
By Ed Brotak, Southern Boating Magazine September 2016
Regulator Marine unleashes their largest center console yet and tempts sportfisherman buyers to reconsider.
It’s entirely unsatisfying to push a boat’s throttles forward and find there’s nothing left, that the engines have given their all. Regulator Marine president Joan Maxwell knows her customers never want to be without that extra “oomph,” and that’s why her design team nixed a triple outboard option on the Regulator 41. “It has to be quad 350-horespower engines,” Maxwell explained during a tour of the new 41 earlier this year. “Our customers wouldn’t be happy with any less horsepower on a boat this big.”
Actual boat owner experience shows Maxwell was right. Chris Hall Sr., the chairman of Bluewater Yacht Sales and the owner of the first Regulator 41 off the line, has crisscrossed Florida in the 41 and has also run her up and down the East Coast. In early June, he ran 120 miles from Hampton, Virginia, to Annapolis, Maryland, simply for lunch. “It’s not just the speed but the ride,” Hall Sr. says. “It is so comfortable and easy to handle, it changes the game. You can cruise in the mid-40s comfortably even when the conditions are less than ideal. I’m a big boat, Viking guy, but this boat has widened my horizons for sure.” The ability to run at such speeds with confidence rests on the hull and deep-V entry with a 24-degree deadrise.
Overnight accommodations below deck offer sleeping for two in a queen-size berth that converts to an eating area.
Naval architect Lou Codega designed the 41 specifically for Yamaha’s Helm Master system with joystick control and a complete electronics package at the helm.
The head and shower, and galley with cooktop, microwave and sink.
Naval architect Lou Codega designed the 41 specifically for Yamaha’s Helm Master system with joystick control and a complete electronics package at the helm.
The swim ladder is concealed yet easily deployed when needed.
Regulator naval architect Lou Codega took about a year to complete the design of the new 41, and it was built specifically for Yamaha’s Helm Master system. Helm Master offers joystick control for easy low-speed maneuvering around the docks as well as speed control, which is like cruise control for your car. Speed control locks in the rpm and then you can step up the rpm by 15 percent or down 10 percent with the touch of a button.
“I’m not an expert around the docks, but with Helm Master this boat is easy to put into a slip,” explains Regulator’s marketing director, Heather Groves. “What our customers like is you don’t need an entire crew to run the 41. Some people are stepping up from our 34, or in other cases, coming down from a larger boat like a Viking.”
The builder is well known for constructing boats that take on the roughest water, and it all begins with the “grillage system”, a molded fiberglass stringer system that adds to the hull strength. Bonded to the hull, the grillage system reduces stress at the deck, liner and hull joint, while foam is injected into voids to absorb noise and add strength. A super-strong polybond adhesive system joins the grillage, liner and hull and allows it to function as a single piece. Because Regulator owners are determined to fish in any weather, they will square off with rough, confused seas, and the 41 performs with nary a shake or rattle.
Size does matter on a fishing boat, and while the Regulator 41 has an LOA of 41′ 3″, with the engines and Armstrong bracket the boat measures out to an actual 47′ 3″. That configuration offers a huge amount of space in the cockpit—enough room to mount a fighting chair as one customer has already done. It also allows for a big and beefy rear transom, which contains an 84-gallon fish box in the center flanked by two 40-gallon live wells. A cleverly hidden flush-folding bench seat in the transom bulkhead offers space for two people. Another convenience feature is the starboard-side entry door, which allows for easier boarding at the dock. There’s also a swim ladder engineered into the deck, so with the side door open you can flip up the deck cover, unfold the ladder and then close the deck cover. Smart.
“It may look like a pleasure boat, but it’s also a true fishing boat,” Groves says. “You see the large station behind the bench seat, with numerous drawers for fishing gear, and there are well-placed rocket launchers, rod holders and rod storage throughout the boat. The pipe work is done by G.G. Schmitt & Sons. This boat we are on now is built with the optional second helm station, with seating for two and the joystick control. You can fully operate the boat from up there.”
On the main deck, the expansive dash on the 41 offers plenty of space for three 17-inch multifunction displays (MFDs). The three-person helm bench offers a variety of configurations for sitting or standing. The driver looks forward to an Edson polished silver steering wheel and Yamaha throttles and shifters as well as the joystick control, which is in a comfortable position for easy operation. There are no mechanical gauges—all the system data is displayed on the MFDs—and one of the only throwbacks to yesteryear is the Ritchie Compass mounted on the top center of the dash.
Down below in the cabin, the powerful 10,000 BTU A/C system keeps things cool thanks to the Fischer Panda 8kW diesel generator that supplies the electricity when the engines are off. The cabin also features a 28-inch flat-screen TV, queen-size bed and generous head and shower area, as well as a galley with cooktop, microwave and freshwater sink. Storage is plentiful and the joinery is cherry wood. In addition, inside the console is a hatch that allows access to the back of the dash, so working on the electronics and their connections is a breeze.
Back on the main deck, the Regulator 41’s forward bow area offers multiple areas to relax while underway and is decidedly angled more toward cruising than angling. For example, the lounging mezzanine seat for two in front of the console is long and large enough to take a nap on, and the two facing bench seats on either side of the bow offer flip-up backrests. There’s also a dining table in the bow that rises electronically for meals or card games and then drops down flush with the deck when not in use. All the way forward on the bow is a windlass, compartment for the anchor chain and line, and freshwater hose.
“The 41 represented a challenge for our company,” Maxwell recalls. “We knew we could build the fiberglass parts without a problem. But we had angst when thinking about the systems and what would be required to run a boat like this. It’s big and it’s new, and a partner like Yamaha and the Helm Master system is what makes it work so well for the customer.”
By Doug Thompson, Southern Boating Magazine September 2016
An improved tool in the war on biofouling may change your ideas about bottom protection.
Biological fouling, or biofouling, has been a thorn in the side of mariners since they first scrambled onto logs and floated downriver toward salty seas. Both plants and animals— from algae slime and waterborne, single-cell microorganisms to barnacles and mussels— find ways to attach themselves to immersed surfaces like boat hulls, floating aids to navigation, dock pilings, and mooring gear.
From copper plating to coatings containing various biocides, our ongoing battle with biofouling has advanced through the centuries as new technologies emerged to lengthen the time between expensive haul-outs required for scraping. Every boat owner worthy of the name accepts the fact that a thorough, routine cleaning is mandatory to optimize the flow of water across the bottom in order to maintain predictable performance and minimize fuel consumption.
Aqualuma’s Ultrasonic Antifouling System
Ultrasonic antifouling has been around for several decades and it has numerous commercial applications aside from recreational boating. It’s often said that the idea of using sound to prevent bottom fouling was first discovered by the U.S. Navy. Sonar transducer plates, when active, exhibit far less biofouling than sections of hull around them. With multi-year waits between dry docking and billions of dollars in fuel costs at stake, military and commercial operators rely on a blend of ultrasonic and coating solutions for antifouling efforts.
Coatings, of course, have evolved rapidly over the last 10 years, very much in response to concerns for the effects that biocides have on the overall health of our lakes, rivers and oceans. Heavy metals like tributyl tin (TBT) are virtually gone, and the new generation of paints rely either on tried-and-true copper or silicone-based compounds for lower toxicity and easier biofouling release. It’s interesting to note that virtually every manufacturer of ultrasonic antifouling equipment recommends the use of bottom coatings to help minimize osmotic damage to the hull. This will also help to protect those areas out of range of the transducers where they are positioned.
A recent release from the North American offices of Aqualuma (aqualuma.com), the Australian-based manufacturer of a comprehensive range of light emitting diode (LED) underwater lights, announced the availability of a leading edge line of ultrasonic antifouling products for yachts of all sizes. Simply stated, the system uses a central processing unit—powered by 12- or 24-volt DC aboard with either two or four outlet terminals—to power transducers that are glued to the inside of a boat’s hull.
The number of transducers required for your boat depends on its size and the temperature of the surrounding water. For instance, small boats up to 26 feet LOA kept and operated in lower temperature waters may only need one transducer. Move that boat to moderate temperature locations and the number grows to two transducers. Take that boat to high or tropical temperature locations, and the number becomes three transducers. Boats from 26 to 40 feet will need three, four or six transducers across that same range—the latter requires two control units. Boats from 40 to 65 feet will need six, eight or ten transducers accordingly, moving from cooler to tropical temperatures. Boats of this larger size will require two to three control units.
The scalability of the system and specialized transducers available allow owners to target areas of concern: the hull, running gear, props, rudders, sea chests, sea strainers as well as specialized systems such as thrusters, pod drives, waterjets, and stabilizers. With the exception of wood hulls, the system is designed for fiberglass, carbon fiber, Kevlar, aluminum, or steel boats. Prices for the basic system range from $800 to $2,000 depending on the application.
The control units are programmed to automatically output ultrasonic signals of varying strength and duration to produce specific digital low-power frequencies from the transducers. The sound waves emitted by the transducers form a molecular-level barrier of microscopic bubbles that form and collapse continuously. This helps to prevent algae from adhering to the hull bottom, which is the attractor for larger marine organisms like barnacles and mussels.
NRG Marine Ltd., the Australian-based company that builds these units for AquaLuma, also offers them to the rest of the world under the trademark name Sonihull. They include some nifty features like automatic calibration for a wide range of installations, output current monitoring, and an advanced self-monitoring program for reliability. They claim to provide up to 30 percent more output for the same input compared to other units of different design, which marks a huge jump in efficiency.
There are other types of units on the market such as those offered by the UK-based Ultrasonic Antifouling Ltd (ultrasonic-antifouling.com) or the Netherlands-based ShipSonic (shipsonic.com). PYI (pyiinc.com) has recently started bringing the NGR Sonihull brand product into the U.S. But when a company like AquaLuma invests heavily in a new technology and brings it to the American market, with all of its diverse marine ecosystems, my bet is that this unit will give owners the kind of antifouling results that are sure to satisfy.
By John Wooldridge, Southern Boating September 2016
Never ones to rest on their laurels, Grady-White Boats introduced two new models at the 2016 Miami International Boat Show. The crowds took notice as both models attract all members of the family. While one model is tweaked from an existing favorite fish boat, the other is a party platform guaranteed to entice the kids to abandon their PlayStations and beg to go out on the boat. Versatility is the order of the day with Grady-White, and their attention to detail impresses newcomers and old salts alike.
Grady-White Canyon 271 FS
Taking cues from their customers, Grady-White realizes that today’s boats have to handle double duty and appeal to the needs of the hardcore fisherperson as well as the family. But instead of reinventing the wheel, the company modified a popular model to give it more flexibility so that non-fishing kids and spouses will have fun, too, ensuring the boat is used more often for a variety of watersports.
The existing Canyon 271 (which is still being built) received a makeover, specifically on the bow as it was dubbed the 2016 “FS” (Forwarding Seating) model. Gone is the single forward fishbox, replaced by port and starboard built-in seats and backrests that hinge inward to create forward-facing lounges. An optional fiberglass insert in between the seats extends and locks into place, and with a cushion the entire bow becomes a large sunpad. With the table base option, this same insert can become a table as well. Insulated 85-quart, overboard-draining fish boxes or stowage lockers rest below the seats, and if you want to fish off the bow, simply remove the cushions to reveal an elevated casting platform. An additional forward console seat boasts a cooler underneath, and altogether the bow accommodates five additional people.
A dual console and multiple seating areas on the Freedom 275 DC ensure family and guests have their choice of views while cruising.
The forward seating area on the 271 FS offers multiple options and additional seating for five persons.
Better ergonomics at the reworked helm of the Freedom 275 DC enables enhanced functionality for the skipper.
PFDs are located within easy reach under the hardtop on the Freedom 275 DC.
The sharp entry and multiple strakes on the Grady-White Canyon 271 FS ensure a soft, dry and comfortable ride. Photo: Charles P Adams
The center console was redesigned with a wraparound windshield integrated with the T-top, which encapsulates LED recessed lighting in the overhead. The lean bar still holds a 42-gallon livewell as well as a sink and tackle storage space built in behind the double seat with a flip-up bolster. The console brings switches and throttles within reach of the helmsman, and there is room for twin 16-inch multi-function displays and a place to mount a VHF and autopilot control. Aft is a 198-quart fish box that’s equipped to carry up to 14 rods in rod holders and rocket launchers—not bad for a 27-foot boat.
Like all Grady-White vessels, the 271 FS has the Hunt-designed SeaV2® hull built of hand-laid fiberglass filled with unsinkable foam flotation. The sharp entry continuously varies all along the keel ending in a 20-degree deadrise at the transom, and there are plenty of strakes to minimize spray. Grady-White touts their hulls as the best ride on the water—soft, dry and with terrific tracking.
Grady-White Freedom 275 Dual Console
If fishing is still important but takes a back seat to overall family enjoyment, Grady-White’s redesigned Freedom 275 Dual Console model does just about everything a 27-foot boat could possibly do.
The new design tucks right into the middle of the 10-model line of Freedom Dual Console hulls between 19 and 37 feet. An integrated anchor locker with optional electric windlass is at the bow, and a chute through the hull allows you to launch and retrieve the anchor without ever baring the chain on deck.
Moreover, the bow is now more versatile, larger and wider than previous versions. The table in between the settees is a great place to enjoy dinner, and removing the table and inserting cushions reveals a sizeable lounging sunpad. Remove the cushions altogether for an elevated casting platform. To starboard is an insulated 96-quart fishbox or cooler for drinks, and the seat to port hides a gear compartment that also holds the tips of rods inserted via the head, which is aft.
The walk-through tempered-glass windshield and composite door protects the driver and companions from spray and wind. The T-top’s shelter keeps folks dry and shielded from the sun, and its overhead zip-in storage holds PFDs or clothing. To port, a wide seat with a small storage pocket holds devices such as iPads, smartphones and controls for the stereo, and there is also a door that leads to the large head compartment with extensive storage space.
The helm to starboard has been reworked for better ergonomics and safety. The single multi-function display now sits slightly higher making it easier for the driver to check the plotter without diverting their focus from the horizon for too long. All switches have been shifted lower and closer for easier reach from the helm seat. And there is room for a VHF radio as well as a Command Link LCD Display to manage information from the twin Yamaha outboards.
The cockpit is also a delight. To port is a wide aft-facing electric seat that extends to form a short lounge. A table may be fitted in between the aft-facing seat and lift-up doublewide transom seat for comfortable dining. Behind the helm to starboard is an optional galley module with a sink, fridge, trash bin, and a grill (hidden under a cover), which cleverly hinges up and outboard providing a preparation station to maximize the limited counter space.
The transom is a wonder on its own with its 29.5-gallon livewell and 165-quart insulated box, not to mention the integrated swim ladder and a super-strong walkthrough door. And extending from below is a ski pole to tow the kids on their favorite water toys.
If either of the above models seems a bit challenging to understand and/or run, download Grady-White’s Captain Grady App. Today’s systems-laden vessels are more integrated and complex making it easy to become overwhelmed by the ample equipment on board. That’s why all Grady-White models produced after 2013 come with the Captain Grady App, which provides systems and operations guides to aid any new or seasoned cruiser through all the onboard systems. Instructions include startup and shutdown checklists, troubleshooting tips, emergency procedures, and ways to decipher onboard alarms. The app is not just a simple electronic manual but a comprehensive boat systems’ guide that includes information on critical systems such as electrical, generator and load management among others to ensure safe operation and timely maintenance. The user-friendly app is model specific and features step-by-step instructions, photos and even video tutorials. With this amount of guidance available at your fingertips, there’s no excuse to stay home.
Aside from having a boatload of historical colonial charm, Annapolis is blessed with an abundance of everything cruisers treasure.
It’s late in the afternoon near the end of a warm and clear summer day as you idle past Green Can “1SC” (Spa Creek) and enter Annapolis Harbor. Port side, small sailboats from the youth sailing programs at the Severn Sailing Association and the Eastport Yacht Club are drifting in or being towed slowly in to their respective harbors. Golden evening light bathes the kayakers, standup paddleboarders, tourist-laden schooners, water taxis, power cruisers, and sailboats that populate the harbor. A little farther ahead in the fairway, heavenly smells of grilled fish and beef drift out over the water from the Chart House, one of several worthy waterfront and numerous non-waterfront restaurants around the harbor.
To starboard, the city mooring field beckons to those who wish to spend the night in full view of the Annapolis skyline. The vista sweeps west to north: from the Spa Creek lift bridge past the spires of St. Mary’s Catholic Church and St. Anne’s Episcopal Church to the tall dome of the Maryland State House and the distinctive collection of buildings comprising the United States Naval Academy (USNA). A hard turn to starboard at the end of the mooring field steers you into City Dock, the manmade inlet that leads you into downtown Annapolis’ city center. The free dinghy dock at the end of this watery runway—nicknamed “Ego Alley” for the passage of visiting and local boats wanting to see and be seen—opens up a world of restaurants, specialty shops and on-shore activities for visitors who come here to experience “Camelot on the Bay,” as the city was described in a 1988 National Geographic feature.
I was fortunate enough to relocate to Annapolis in 1982 and, acquiescing to its Siren-like charms, am determined to stay. I’ve owned and operated all kinds of boats in this area since and continue to be swayed by its seasonal attractions, both watery and terrestrial. The Chesapeake Bay is an uncommonly interesting and varied cruising ground, and Annapolis remains a jewel in the crown of waterside cities and towns waiting to be explored.
Water taxis make getting from a mooring or marina to shoreside pleasures quick and easy.
Cruisers strolling the brick sidewalks of Main Street and its offshoots will discover a pleasant mix of historical buildings, great restaurants, galleries, and shops.
Susan B. Campbell Park at the harbor end of City Dock is a gathering place for strollers, as well as the site for free concerts and special tours of visiting vessels.
Two must-see historical destinations are the Maryland State House and the William Paca House and Gardens.
Two must-see historical destinations are the Maryland State House and the William Paca House and Gardens.
Annapolis City Marina houses one of two fuel docks in Annapolis Harbor proper.
The annual Rotary of Annapolis Crab Feast, usually held in August, features all-you-can-eat steamed and Old Bay seasoned crabs, part of a complete menu
Music of all kinds is on tap in Annapolis, including outdoor concerts of Colonial and Revolutionary eras at the William Paca House.
Cruisers who take the tour of the United States Naval Academy witness the pageantry and tradition of the Noon Formation of Midshipmen.
Pussers Caribbean Grill has an outstanding view of boats transiting City Dock
Situated on the western shore of the Chesapeake Bay and served by a deepwater channel leading to the mouth of the Severn River that even megayachts find easy to navigate, Annapolis offers a plethora of anchoring or mooring options, an active water taxi service, numerous marinas, and a wealth of restaurants and specialty shops—all closely bundled near the waterfront. There are two fuel docks and a handful of marinas in the harbor proper nearly within throwing distance of the mooring field. Additionally, there are more facilities on nearby Back Creek, a 10-minute boat ride around the tip of the Eastport Peninsula just south of Annapolis Harbor.
Once you’ve picked up a city mooring, tied up in a nearby slip or dropped a hook in the anchorage off the USNA just outside of “1SC”, launch the dink or hail a water taxi (410-263-0033, VHF 68), and set a course for the outdoor waterfront bar at Pusser’s Caribbean Grill for one of their trademark “Painkillers”—a tasty blend of Pusser’s rum, cream of coconut, and pineapple and orange juice. If you’ve decided to get off the boat for a night or two, you’ll appreciate the fact that Pusser’s is on the site of the Annapolis Waterfront Hotel (a Marriott Autograph Collection property). Save some time to admire the historic black and white prints in the hall connecting the restaurant and shop to the hotel’s entrance.
Upon leaving the hotel, head left across the Spa Creek lift bridge to enjoy Eastport Peninsula restaurants on or near the water, including the new Blackwall Hitch with its upstairs outdoor dining with views of the harbor, Carrol’s Creek Café with indoor and outdoor seating overlooking the harbor near the bridge, or the Chart House for magnificent views of the harbor from its enclosed dining area. Just down 4th Street you’ll find the Boatyard Bar & Grill, a true sailor’s hangout, and Lewnes Steak House—the antithesis of crowded, noisy restaurants and a purveyor of excellent beef.
Take a right turn instead, and you’ll wind up at the traffic circle at the base of Main Street, which is lined with shops and restaurants of all kinds. If you like fresh sushi, Joss Café and Sushi Bar is two-thirds of the way up Main Street. You can also explore other restaurants that surround City Dock. For hearty pub fare and a great raw bar, don’t miss McGarvey’s—a true local watering hole. There are many other restaurants from which to choose, both in Eastport and in downtown Annapolis—these are just some of my favorites.
There’s always something happening on City Dock. If you visit in July, for instance, musical groups from the USNA perform free concerts every Tuesday evening from 7PM to 8PM. Many of the restaurant bars feature nightly bands, including the Rams Head Tavern, which is located just one block west of Church Circle at the head of Main Street. Next door to the restaurant, Rams Head On Stage hosts national and regional musical groups of all kinds throughout the year (ramsheadonstage.com/calendar). In June alone, two-time Grammy Award-nominated American saxophonist Mindi Abair brings smooth jazz and rock to town, the Oak Ridge Boys will perform their four-part harmonies and country hits, Gregg Allman will play soulful and dynamic blues, and The Temptations will croon their hits from the 1960s and onward. This is a small venue that most musicians truly appreciate, and the performances I’ve enjoyed there live brightly in my memory.
If you’re looking for a bit of exercise, there are a couple of good walks that won’t disappoint. The USNA offers guided walking tours of the grounds, including a memorable museum of naval history and a visit to the crypt of John Paul Jones (usnabsd.com/for-visitors/public-tours). Colonial Tours Annapolis (colonialtoursannapolis.com) and Annapolis Tours by Watermark (annapolistours.com/our-tours/colonial-stroll) both offer tours through the Historic District of Annapolis, which was the country’s Colonial Capital for two years beginning in 1783. Docents in colonial dress introduce you to colonial life in Maryland, show you where two of the signers of the Declaration of Independence resided, and the inside the Maryland State House where George Washington resigned his commission.
If artwork is your passion, Annapolis has a mixture of sites and galleries worth your time. The Annual Annapolis Art Walk takes place during August in case you’re in the neighborhood while moving a boat south for the winter (artinannapolis.com).
If you’re in Annapolis earlier than that, create your own tour starting with the Annapolis Marine Art Gallery adjoining City Dock, which displays outstanding nautical works from noted national artists such as John Barber. The McBride Gallery on Main Street is absolutely a must-see for local and regional artists across a wide range of media.
Want to know more about Annapolis? A detailed guidebook and identical interactive online guide is free for the asking at visitannapolis.org. It’s your best source for events, attractions, accommodations, restaurants, shopping, and services. If you’re downtown enjoying a meal, sipping a frosty drink, listening to music, or exploring Annapolis by water this summer, perhaps I’ll see you there!
Solar panels are an excellent way to “green up” any vessel’s energy plan, so here’s the lowdown on how to install solar panels.
It’s no mystery that solar panels are a popular choice when it comes to alternative onboard energy systems; they’re noiseless, have no moving parts and provide free electricity for years with minimal maintenance.
While factors such as cost, mounting options, and output are important, a successful installation depends on what you want the panel or system to accomplish. Is the goal to float-charge a battery or supplement an overall energy plan, such as a combination of wind and solar? Or just to install solar panels for offset of your carbon footprint? Answering these questions up front will help determine the type, size and number of panels required.
The following example explains the basic steps used to determine the typical power requirements and installation considerations for a single solar panel installation. The example, while simple, mirrors the steps of more complicated installations.
Let’s pretend you need to install a solar panel to provide charging for a 12-volt, 100-amp hour, wet-cell battery used to power an automatic anchor light on a moored vessel. The first step is determining how much output you’ll need by compiling a daily power consumption estimate. To start with, the daily self-discharge rate for a wet-cell battery is roughly one percent, meaning your 100 amp-hour battery requires one amp every 24 hours just to maintain the status quo.
Assuming your anchor light operates 10 hours each night and draws 50 milliamps per hour of operation, multiply current draw (50 milliamps) by hours of daily operation (10) to reach a daily energy expense of .5 amps. This means the solar panel will have to meet a minimum daily energy tab of 1.5 amps (one amp to address the battery self-discharge rate plus the .5 amps draw of your anchor light). This method also applies to more complex power needs.
Always use marine grade connectors— those with heat shrink work best.
Once you’ve determined power requirements, the next step is figuring out panel size and the best mounting location. Solar panels should be installed where they won’t interfere with the boat’s operation. Ideally, the installation will also be adjustable, allowing you to turn the panels toward the sun periodically throughout the day, which can increase power generation by up to 40 percent. Keep in mind that panel output ratings are based on ideal conditions such as 90-degree orientation toward bright sunlight, no shadowing, optimal temperatures, and no load attached. For the real world, assume a panel will produce roughly half its advertised wattage in amp hours per day when actively aimed at the sun, or around 30 percent otherwise.
Popular mounting locations include cabin tops, stern rails, atop dinghy davits, radar arches, and Bimini tops (with some flexible panels being sewn right into the canvas). Some deck or cabin mounted panels (depending on type) may need to be raised slightly to allow air circulation beneath, as high temperatures can increase resistance and decreases cell output. Installations in warmer climates may require panels with a higher maximum voltage to compensate for decreased outputs.
For example, assume the panel will be a horizontal, fixed-mount installation. A 10-watt panel so mounted should contribute between 3 to 5 amp hours per day. You’ll need at least 13 volts to fully charge your 12-volt battery. As most solar cells generate at least 0.45 volts, you’ll want a panel with at least 33 cells, which should provide around 14.85 volts.
However, this is only the minimum requirement, which may not be enough once you factor in a few cloudy days. Most panels are designed to generate between 15 and 20 volts to overcome problems like clouds or inherent electrical resistance within the panel or installation components. While this higher voltage lets you make up for less electrically productive days, it also means you’ll want to install a charge controller (voltage regulator) to avoid battery damage due to overcharging.
To determine wire size for connecting your panel, first determine current amp requirements by multiplying its rated amp output by 1.25, which adds a 25 percent safety factor. Next, measure the length of wiring run (from panel to battery) and multiply by two (which factors in both the positive and negative sides of the run). Once you have these two numbers, refer to the American Boat and Yacht Council’s (ABYC) 3 percent voltage-drop table for wire size or use the wire chart at marinco.com/en/resources/wire-data/three-percent-voltage-drop.
Always use high-quality, marine-grade connectors and tinned, multi-stranded copper wire for your installation. The wire will run from the solar panel to the charge controller and onto the battery. The controller should be mounted below deck and as close to the battery as possible. Be sure to follow any specific manufacturer instructions for connections, but in general, the panel’s positive lead should connect to the controller’s positive input terminal, and the negative lead should connect to ground—in most cases the negative battery terminal or a ground buss bar.
Connect the controller’s positive output to the battery’s positive terminal using an appropriately sized in-line fuse or circuit breaker. ABYC recommends installation within 7 inches of connection to the battery or another point in the DC system. Finally, waterproof all connections and secure any loose wires with wire ties and cable clamps for a neat installation.
By Frank Lanier, Southern Boating Magazine August 2016
Wearable technology keeps your eyes on the horizon, not your instruments.
The recent rise in popularity of wearable technlogy is due to its practical uses and innovative designs. This trend has developed from basic fitness trackers to the emerging market of smart clothing. Wearable technology combines ease of use and functionality to enable individuals to interact with their surroundings to a greater degree than ever before. This technology has moved into the marine market as both corporations and consumers recognize its value as an irreplaceable tool for outdoor activities such as fishing, sailing and coastal cruising. Many options are available that integrate seamlessly with your lifestyle and budget.
Garmin has been at the forefront of marine technologies and an industry pioneer having developed innovate, wearable pieces for more than a decade. Garmin created a strategy aimed at building purpose-driven devices for multiple types of active lifestyles ranging from running to sport fishing. Garmin also supports a variety of third-party app developers, allowing endless permutations on functionality.
An essential component of the Garmin product line is the Garmin Connect™ online community, which not only brings millions of users together but also gives them the tools for fitness tracking and data analysis. This feature fosters a sense of connection that’s proven to help individuals quickly reach their personal goals. “We believe that wearable devices enable and enhance a broad range of active lifestyles, and we offer purpose-built devices designed specifically for those lifestyles,” says Cliff Pemble, Garmin president and CEO. Garmin branched out even further in the marine market with a line of products geared toward those looking to land a massive billfish or push the boundaries of navigation.
The quatix®3 (MRSP $599.99) is Garmin’s next-generation wearable instrument, with capabilities that surpass the average sport watch. “Garmin has been designing wearables for more than a decade, and we’re excited to merge feature and design qualities from the fe-nix®3, one of our most popular watches, with marine-centric capabilities for quatix®3,” says Dan Bartel, Garmin vice president of worldwide sales. The quatix®3 features user-friendly marine apps that provide data from local tide levels to a fish catch counter—all of these features are available at a glance. This smartwatch designed for the water features sporty construction and excellent GPS tracking. Furthermore, it can stream NMEA 2000 data from any onboard Garmin device. It also has a man overboard button (MOB), which allows the wearer to tag a specific GPS location in the event of an emergency.
Another wearable sport watch, Garmin’s epix™ (MRSP $549.99) is designed for easy navigation. It comes loaded with a variety of charts and graphs, which makes navigating lakes and rivers a breeze. You can easily add supplementary maps depending on your final destination. Furthermore, the sport watch’s waterproof, durable construction enables it to handle any type of environment, while its low-power display allows the battery charge to last for weeks at a time.
In addition to popular wrist-based models and smart clothing, Garmin’s Nautix™ (MRSP $399.99) clips onto most eyewear frames and allows the user to keep important data in their line of sight. It displays key points of critical information such as wind speed, water depth, temperature, and even engine RPM. “The Garmin Nautix™ is another example of our innovative head-mounted display technology that’s purpose built and designed for dedicated activities like cruising, fishing or sailing,” says Bartel. The Nautix™ allows users to have constant watch on multiple aspects of critical boat data—helpful in many on-the-water situations. Its lightweight design and continual eight-hour battery life allows for enjoyable long-term use.
The Recon Jet allows instant access to data.
Head-mounted wearables are still in early stages of development, but some companies are already utilizing the technology. Recon Instruments developed the Recon Jet, an eyewear product that allows a number of up-to-date metrics to be displayed on the screen. While the Recon Jet’s base model is primarily used for endurance racing and snowboarding, companies such as Afterguard Marine have adapted Recon’s technology for the water.
Afterguard and Recon have partnered to create a nautical heads-up display (HUD) that shows your vessel’s performance data in your line of sight. The display shows all relevant data and metrics, including boat speed, wind angle and speed, heel angle, and depth. The Afterguard system has been uniquely designed to help sailors dominate their class and win more races. It uses a Central Communications Unit (CCU) that connects to your onboard instruments to manipulate data that is wirelessly sent to the HUD sunglasses. With all relevant information a glance away, decision-making is much quicker keeping you ahead of the competition.
Like Afterguard Marine, Five.K Studios developed its own take on the Recon Jet and created a software called VELA that utilizes Recon Jet’s technology to create an HUD sailing application. When paired with a tablet, users share and sync their sailing activities while accessing live data through Recon’s eyewear. Sailing routes are easily planned with VELA, which enables its users to check local weather forecasts and engage with others in its online community.
