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Compounding the complexity, Viking Fjord and other Romsdals also are fitted with variablepitch propellers. Sea Quest 's previous owners tossed all of that and installed one new engine, a hp Volvo, and a standard Twin Disc marine transmission.

Viking Fjord has the original stuff, including an old Volvo diesel, which is the standby engine, and a Lugger, the main propulsion engine. He was interested in seeing Viking Fjord , which has never been through a major overhaul, to determine what equipment and fittings on his boat are original Romsdal and which are not.

Both have been modified, but not extensively. Some earlier owner gave Viking Fjord a full-width picture window in the after wall of the saloon. It's a nice feature, but one its Norwegian builders never considered. Argo was the only classic without a raised pilothouse. She's owned by Ron Miller, a retired Navy chief petty officer and holder of a Coast Guard ton license. An experienced delivery captain, he also skippers Ursa Major during the summer.

Argo is strip planked with Honduras mahogany, over white oak frames. Originally equipped with a hp Cummins V8 diesel, she has been repowered with a hp 6V53 Detroit Diesel. Miller has owned her since Despite his busy work schedule, he has cruised the boat extensively in the Northwest and southeast Alaska.

The owner of Viking Fjord was willing to show his boat but was unable to deliver it to Seattle. Gauthier rounded up Miller and asked me to help. I jumped aboard a ferry for the San Juan Islands at a. Stapleton also signed on and flew to the boat from Seattle. We provisioned for a long day 80 nautical miles at sea bread, lunch meat, lettuce and mayo at a store in Friday Harbor, collected Stapleton at the airport and drove north to Roche Harbor.

The double-ended Romsdal design is distinctive and easy to identify. If you're unsure, however, the most obvious hallmark may be the face of the Portuguese bridge.

In most cases the vertical boards with which it is finished are varnished, creating a shining image that can be seen for miles. Miller already had been aboard and had talked with her owner several times. We stowed breakables and began disconnecting power and telephone lines while Miller started the Lugger. We explored the boat, too, quickly checking out the galley and saloon on the main deck.

We scaled the ladder that runs from the side of the galley to the pilothouse and then followed a steep stairway to the staterooms, heads and engine room below the main deck. The depth and angle of the hull belowdecks dictate the shape of spaces. The master stateroom offers good elbowroom, but other sleeping areas have stacked bunks, and in one head the marine toilet is set into the angled slope of the hull. Small, dark spaces abound.

One sort of slithers through a small shop on Sea Quest to find the door to the engine room. My wife and I have two cats as crewmates on our boat, and they frequently disappear into dark corners for many hours.

I imagined they might get lost for days in the bowels of a Romsdal. The owner said we might need to top off the hydraulic steering reservoir. A good warning. There was no oil showing in the sight glass, and we spun the wheel dozens of times in each direction and the rudder never budged. We began pouring in "tractor oil" and working the wheel.

After nearly a gallon of oil and hundreds of turns, the rudder functioned normally-as it did all the way to Seattle. It would have been so simple to back away from the slip and discover we had no steering.

The owner's warning and Miller's experience prevented that kind of catastrophe. The Coast Guard was waiting for us on Channel Miller identified the yacht and himself to the calling buoy tender, reporting we were bound for Seattle. We were not boarded. We could hear the cutter contacting other vessels by radio, and I wondered at the impossibility of doing those security checks during the peak of the summer cruising season, when that water is crowded with pleasure boats and commercial craft bound to and from British Columbia.

We told Stapleton we might see a pod of orca whales along the west shore of San Juan Island, but we didn't. As compensation, however, a team of Dall's porpoises which look like miniature orcas raced with us no contest, either and flashed across the bow for several minutes.

By the time we reached the south end of San Juan Island, Viking Fjord began to roll, as swells in the Strait of Juan de Fuca hit her on the starboard beam. I took the helm about halfway across, and that at least gave me something to hang onto as the swells grew and the old boat rolled one way and then the other.

Compared to the semi-displacement yachts that I know, which roll, stop short and then snap back upright, this was slow motion. There was never any suggestion that the yacht was impressed by the size of the swells. She just kept plugging along and no doubt would have continued doing that for as long as necessary.

But, oh, one did need to hang on. Viking Fjord has paravane stabilizers, but no one suggested deploying them. We didn't know the system, and the strait crossing of about 20 nautical miles takes a little more than two hours. Myles and I did go out onto the bridge deck to lash down the dinghy davit, which was swinging as the yacht rolled, lifting and tugging at the aluminum tender.

An antenna insulator was loose and scraping across the top of the pilothouse. Myles could see it whipping about but could do nothing to secure it. To me, the footer seemed a bit sluggish in responding to the helm. That may have been because of her size, or simply how I reacted to handling a yacht many feet and tons larger than my 42 Grand Banks. Ron found her difficult to handle while he backed out of the Roche Harbor moorage and maneuvered for a landing in Seattle later.

Once inside Admiralty Inlet, running toward Marrowstone Island, Myles went below and made a plate full of sandwiches and opened a bag of chips.

Lacking liquid refreshment, he raided the owner's refrigerator and found a Rainier beer and a large bottle of Coke. The wet, chilly weather reminded Myles that he helped deliver partly complete Malahide yachts from Norway to Ireland more than 30 years ago. Ordering a Wooden Trawler Yacht Key new boat gives you greater flexibility of design and specifications. However, this is quite expensive and you may have to wait a long while before your order gets manufactured, shipped and delivered.

Often this is longer than one year. You can always try and find a trawler boat in excellent condition. Built from scratch, she was designed to provide her passengers with many adventures and holidays and allow them to go to places that they would normally not experience. Buying a trawler boat to live the trawler life is a dream that excites many enthusiastic boaters.

However, there are a lot of things which when combined, will help to shape your boating experience. Answer important questions that will relate to what experience you want. Therefore, many go all-in with so many unrealistic expectations. This is perhaps the easiest mistake to make. As it is, this is an easy avenue for frustration to set in when reality begins to set in.

Some other mistakes we see quite often include inadequate planning such as underestimating the costs of your trawler boat ownership. Another is falling in love with and purchasing the wrong boat, probably from impulse buying or from information overwhelm and a lack of a clear focus and boat buying process for selecting the right boat. It will do you a whole lot of good to heed the advice in there to save you unnecessary stress and troubles.

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