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GT Request infomation. Garcia DNA applied to a motor yacht. Key elements of the specifications. Watertight bulkhead between cabin area and engine room. Custom-made propeller, made in New Zealand. Oversized gearbox, zero vibration. Auxiliary gennaker for downwind passages. View all photos. Panoramic Tour. Technical specifications. Longueur hors-tout Longueur de coque Longueur flottaison Largeur 4. Tirant d'air 1. Displacement light 26 alumnum.
Displacement laden 32 t. Motorisation HP. Vitesse maximum Nombre de cabines 2 - 3 - 4. Nombre de couchages 4 - 6 - 8. Overall length Hull length Waterline length Beam 4. Draught 1. Power HP. Maximum speed Cruising speed 8. Diesel capacity 5 l. Water capacity l. Grey water storage capacity l. Foul water storage capacity l. Number of cabins 2 - 3 - 4. Number of berths 4 - 6 - trawlee. Outdoor deck. Upper deck. Lower deck.
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My family bought a small runabout shortly thereafter, and ever since I cannot recall a year during which we did not own a boat. In a never-ending progression that would make a yacht broker smile, we moved up the size ladder, ever onward and upward nautical parlance for "larger". At the time my dad passed on in , I owned a foot Post Sportfish. In all those years of boating, I don't think I was ever alone on a boat.
In my younger days, it was weekends with the family, friends, and relatives. During those wonderful teenage years, I had an endless supply of buddies to handle the lines, and an occasional date if I was lucky.
The years rolled on; I had my own family and a built-in crew. My kids grew up, went to college, and took jobs away from home.
I got divorced, dated, and somehow always managed to have crew aboard. So here I am, the proud owner of a Krogen 48 North Sea, Henry's Journey , having just completed my first solo voyage from Sarasota, Florida, to Annapolis and back, a distance of 2, miles but who's counting? The decision to travel solo was not an easy one. We've all read stories about transatlantic solo voyages that are both inspiring and intimidating. Traveling alone up the IntracoastalWaterway clearly is not in the same league as those open-ocean passages, but there are some similarities.
Many instinctive factors militate against going it alone, even on the ICW. As humans, we are essentially social animals. We pair up, fall in love, and live happily ever after. At least that's what the storybooks tell us. Cruising solo along the ICW makes you the odd man out. Overwhelmingly, cruising is done by couples.
Besides, I make a wicked cheesecake. Fear drives the decision-making process. If you think about it long enough, you can let the "what if" trap stop you in your tracks before you leave the dock. What if I get sick or fall and get hurt? What if the weather is really foul? What if I can't dock this foot beast by myself? What if I can't handle being alone day in and day out?
What if I'm a miserable cook? Let's start with the basics. Singlehanding a foot single-engine trawler, or any large boat for that matter, takes a lot of advanced planning. Spontaneity does not work well once you've left the dock, simply because you have only one set of hands and it is very hard to multitask while under way in the often narrow ICW.
You can always idle in neutral and coast for a while if necessary, but somehow human Aluminum Trawler Manufacturers Yahoo nature tells us to keep moving. You'll need to plan your route with your chart plotter or paper charts before you cast off, or you will find yourself involuntarily beached somewhere on a narrow, curvy stretch of the ICW, cell phone in hand, dialing TowBoatU.
If you plan to stay at marinas, call for tentative reservations at least a day ahead. Have an alternative site selected in case you don't get quite as far as you planned.
Take a yellow highlighter and mark chosen marina locations on your paper charts, and also write their phone numbers on the chart. If you decide to anchor out, do your research locating an anchorage in advance and make sure you drop the hook well before it gets dark. Sitting up on the flybridge sipping a glass of red wine as the sun sinks slowly on the horizon is a wonderful, serene moment.
Thrashing around on the bow in the pitch black of a moonless night while trying to get the hook down in an unfamiliar anchorage is neither wonderful nor serene. The difference between these two events is timing and planning. My Krogen 48 has a pilothouse berth, and when singlehanding, I usually slept up there while at anchor. The view through the pilothouse windows is spectacular, especially during a full moon, but the real reason I bunked up there was to ensure that I would hear the anchor alarm if it went off during the night.
Using your windlass by yourself is not difficult, even if you don't have controls on the bridge. Practice a few times in your home location. Try it when the wind is blowing, or where there is current.
Practice until it becomes second nature. Before I made my solo trip, I assumed that docking at marinas would be the hardest and most embarrassing task to undertake alone.
I could tie up singlehanded at home on a windless day with a slack tide, but in less than ideal conditions, I felt I would have major problems getting the boat secured. I had read about the 8-foot tidal swings in Georgia and the swift currents that run through the area. I could close my eyes and visualize all kinds of docking disasters-with huge crowds standing by watching and laughing-if left to my own devices.
The reality, however, was quite different. It's a simple fact of life that marinas operate to make money by providing various services to the boating community. When you book a transient dock space, the folks who work at the marina are usually more than willing to help you.
Call in advance to reserve a space, and tell them you are singlehanding and that you will need help getting both into and out of the slip. Ask them if they can get someone experienced down to your space before your arrival to help you with the lines. Be humble, even if you're not. Tell them you don't have much experience and that you will really need assistance.
Ask them how you will be expected to tie up port, starboard, etc. When you leave in the morning, pull over somewhere quiet and set your docklines on both sides for later in the day. Put your fenders in the general area where you'll need them don't hang them till just before arrival.
Make sure someone will be on-site to help even if you'll be arriving late in the day. If they hesitate at all in their response, seek shelter somewhere else! In my entire trip up the ICW, the only problem I had was when I arrived after hours without clarifying this issue. I received help anyway from some friendly boat owners. Check your tides and currents to see what the situation will be like when you arrive. Make life easier for yourself: try to plan your arrival when the currents aren't running like the Grand Canyon.
Provisioning for a solo cruise is not much different from provisioning for any other trip. I bought a "seal a meal" device, and I vacuum-sealed meal portions that would fit my needs. When I cooked on board, I tried to make enough for two or three meals-grilled chicken for dinner, followed by a cold chicken sandwich for lunch the next day, and perhaps chicken salad for the following lunch.
In the morning before you get under way, prepare your food for the day: meals, snacks, and drinks. If you don't wish to stop, get a small cooler to keep in the pilothouse or wherever you operate from.
Leaving the boat on autopilot and stepping down to the galley for a few minutes is not something you want to be doing on the ICW. Many marinas mostly north of St. Augustine provide courtesy vehicles for transient boaters. I found this convenience to be extraordinarily helpful in keeping the boat provisioned. Having a bicycle on board can be a great help and also provides the opportunity for some needed exercise.
My trawler is not designed for fishing, but my cruising speed of 8 knots gave me lots of opportunity to drag a few lines when the weather allowed me the luxury of going outside into the Atlantic. Fishing singlehanded is a little complicated in a big boat and is not for the faint of heart, but fresh fish usually is worth the effort.
Putting together a spare parts inventory and tool kit was much easier than I had anticipated. Not being a mechanic, I chose to rely on the kindness and wisdom of others concerning tools and spares. I have the good fortune of knowing a great diesel mechanic in my hometown of Sarasota. Dickey Stem of Coastal Marine Power is the kind of mechanic most boaters dream about: pleasant, courteous, intelligent.
We sat down together and made a list of tools and parts to keep on board. I bought them all, no questions asked. We spent two days in the engine room together, and I learned how to change filters, oil, and impellers. I bought an impeller puller, among other things. I'm not going to delude myself into thinking that I'm a mechanic, but my comfort level grows with each visit to that sacred space below decks. Having a good first aid kit is an obvious necessity.
I found that most of the standard kits on the market needed to be supplemented. Somehow I managed to cut myself on a regular basis while cruising, and the extra Band-Aids, Neosporin, and peroxide I had stashed were helpful. If you take prescription medication, carry extra copies of the prescription with you. If you need refills, make sure you allow time for local pharmacies to order medications that might not be in stock. When traveling alone, you need to carefully consider your own personal fatigue levels.
On the ICW you should be paying attention all the time. Many sections are quite narrow, and the opportunities to run on autopilot are few. This is noticeably different from openwater cruising, and it can be exhausting. Learn your threshold for fatigue, and make sure you get appropriate rest. I found I could comfortably run my boat for about six hours a day. This allowed me time in the morning and afternoon to complete routine maintenance, housekeeping, and planning.
Occasionally I would take a day off from cruising and either explore with the dinghy or walk through the community near the marina. Keeping in touch with "the real world" while traveling the ICW is relatively simple. Cell phone service is excellent almost everywhere along the coast. With a laptop and wi-fi, you can stay in touch with friends, family, and the business world.
I kept a daily blog of my travels, which you can read at travelswithhenrysjourney. This is an appropriate boat for that. I was a bit naive on the amount of maintenance required on a steel hull.
When the boat reached Puget Sound Olson put her in a yard for bottom painting. The yard sandblasted all of the old paint before applying new. Because of delays, some corrosion began to appear and was covered with paint.
In a later haulout, in a different yard, the damage was apparent. Again the bottom was sandblasted, but workers primed the raw steel immediately.
The pilothouse and trunk cabin also were painted and on a sunny day one needs sunglasses to look across it. Roll chocks of half inch steel are welded to Bluejacket 's round hull, but Tom believes active fin stabilizers would have done more to reduce rolling in the Lake Erie storm, and in other rough conditions on the way home.
Carol predicts stabilizers will be installed. The Olsons spent a day at Put In Bay cleaning the boat and recovering from the beating by fringe winds from Hurricane Aluminum Trawler Plans Jacket Opel.
Bluejacket spent nearly a week moving east through the canal, which was built in to link the Atlantic coast with the commerce of the Great Lakes. They passed through 36 navigation locks while Bluejacket 's crew admired colorful foliage on trees lining the canal's banks.
Antennas down, she just squeezed under bridges. Tom said: "Under one bridge, we were going very, very slowly-as you can imagine-and I couldn't even get my hand between the top of the radar antenna and the girders on the bridge.
But most of the time we had at least six inches of clearance. The canal and its locks are about 50 feet wide, offering plenty of space for boats to pass. The Olsons encountered many canal cruising boats operating under charter.
These purpose-built boats were designed with low bridges in mind. Their plan was to return in the spring and head for the Panama Canal. However, they investigated reports of robberies of pleasure boats in the Canal area, finding enough truth in the reports to make them abandon the idea of a Panama transit.
The following January, they were back aboard Bluejacket , moving north along the west coast of Florida. On the long passage across the Gulf, they saw just two other pleasure boats, but were seldom out of sight of heavy commercial traffic. Later, moving west from Apalachicola along the Gulf portion of the Intracoastal Waterway, the Olsons found the narrow channels wellmarked despite the shallow water.
Passing tug skippers were always willing to share local knowledge with them, which was a big help. As in the passage across the Gulf of Mexico, they rarely saw other pleasure boats, and were surprised to find so few marine facilities geared to the needs of cruising yachts.
Nearing Galveston, Texas, and the entrance to the Houston Ship Canal, Tom and Carol followed a guidebook's directions and turned left toward a marina where they expected to spend the night.
They found no marina. Instead, they ran aground Tired, they pushed on and entered the Houston Ship Canal in the middle of the night, surrounded by commercial ships and workboats. They left Bluejacket in Clear Lake, Texas, where a trucker would load the boat and haul the oversized load to Tacoma, Washington. With water tanks drained and fuel tanks nearly empty, she weighed 54, pounds as the marina crane lifted the boat onto the truck trailer.
The truck driver had to take a lot of back roads on the trip north, because the boat was simply too high to pass beneath freeway underpasses. Olson said the trucker told him the direct route to Tacoma, via interstate highways, was 2, miles. Following overpassfree rural America roads, the truck clocked 4, miles between Clear Lake and Tacoma. After hearing the tale of bringing Bluejacket home to Puget Sound, I knew she had nothing to prove when we took her out on Seattle's Lake Union.
Predictably, she motored easily and quietly across the smooth water of the lake. Although they have occasionally cruised overnight with four adults and four children aboard, this is clearly a boat that works best for two people.
And it only takes two to handle her. Tom offered me the helm as we approached their moorage, but it was a tight spot with little room for error and I declined the honor.
Using the engine and bow thruster to maneuver the boat, Tom guided Bluejacket into her berth as if she were on some hidden track.
With a dark blue hull and a glistening white deckhouse, Bluejacket is a standout. There is a certain formal dignity in her classic design, but I think she also knows how to have a good time. Reprinted with permission. Digital Boat Show. Long-Range Cruisers.
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Running Gear. Shop Talk. Events News. Channels Newsletter. Cruising Resources. Home Boat Reviews Full Displacement. He challenged her to call the brokerage advertising the boat. The Boat Bluejacket is a mini-ship. Much later, corrosion worsened beneath the bottom paint and rust began to show.
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