The NENTOA Nordic Tugs Flotilla in Essex, CT in 2010 - Photo Courtesy of Paul Tortora

If you’ve never been to an owners’ or manufacturer’s or dealer’s rendezvous, you’re missing a great part of the cruising lifestyle. Last weekend’s Northeast Nordic Tug Owners Association (NENTOA) 2010 Rendezvous in Essex, Connecticut, is a great example of how they work and why they’re such a wonderful experience.

The New Nordic Tug 39 Arrives, Captained by NT CEO Andy Lund - Photo Courtesy of Paul Tortora

NENTOA works closely each year with major sponsor Wilde Yacht Sales, the Essex-based Nordic Tugs dealer for the northeastern U.S. NENTOA is an active owners’ group and working with Wilde, they solicit support from industry sponsors and put together a long weekend program. In this case, which is typical of a well-planned rendezvous, the program had a nice mix of social and “educational” activities. Special guess this year was Nordic Tug’s new CEO Andy Lund, who talked about what’s new at the company these days. He skippered the brand new Nordic Tug 39 all the way from Michigan to the rendezvous. Pretty unique.

I asked Paul Tortora of Wilde Yacht Sales for a rundown on the weekend. Here’s his summary. I’m going to ask the couples who made presentations if they would share them with us here on OceanLines. So come on back to see those.  Here are Paul’s comments:

NENTOA Rendezvous Participants Talk Outboard Motors - Photo Courtesy of Paul Tortora

First day is pretty much reserved for arriving and settling in, getting your registration packet, socializing with other owners and culminates with a ‘Rum Party’ followed by a ‘Pot Luck Dinner/Barbeque’ and then a presentation by the owners of Seamantha ( John & Paulette Lee) who have spent the past year traveling on a Nordic 42, and another presentation by Celebration (Brian & Ellen Clarke) who took their Nordic 37 down to the Chesapeake from Essex, CT. Each set of the owners gave a presentation on their trip and experiences including photos and music.

NENTOA Nordic Tugs Rafted at Hamburg Cove - Photo Courtesy of Paul Tortora

Second day was filled with workshops like engine maintenance by Cummins, boat maintenance by Ben Wilde, electronic session presented by Bill Jones of Raymarine, ‘Going Green With Solar Panels’ & Vacuflush Maintenance by Phil D’Anato of Ship Shape, ‘Whats New At Nordic’ presented by Andy Lund (CEO of Nordic) and some other workshops like ‘Crafts on Board’ which was tailored for the Admirals aboard. The neat thing about the workshops this year is that we added several hands-on workshops which were a huge hit. They included ‘How To Properly Use A Fire Extinguisher’ where each attendee got to practice PASS – pull the ring, aim, squirt, side to side. Also Man Overboard drill presented by Bill Boyer and Deploying a Floatation vest which was demonstrated in the pool by Dick Seymour. This day ended with a formal dinner reception featuring steak and swordfish, open bar and then a raffle featuring some great prizes that include overnight stays at Brewers and Essex Island Marina, handheld VHF radios, Maptech Guides and more.

Part of the NENTOA Nordic Tugs Parade - Photo Courtesy of Paul Tortora

Third day was a presentation by Herb Nickles & Wendy Shepherd on their trip on a Nordic 32 – boat name is Snorri. That was followed by a parade on the CT River (all the individual shots of the boats where they are running) and then a raft-up in Hamburg Cove (pictures of boats on moorings, with dinghies, swimming).

The next morning (Saturday), 7 boats departed for a two week Tug Tour from Mystic to 5 ports in MA and then back to Block Island and Greenport, Long Island as the final destinations. Another group of approximately 9 boats went on to do the coast of Maine. (Editor’s note – This is one of the real benefitsof buying from an active, interested dealer like Wilde — these co-hosted rendezvous and group or flotilla cruise opportunities, which are really helpful if you’re a new boater or not used to longer trips.)

Farthest boat this year was from Michigan which was the brand new Nordic 39 at display at the Rendezvous and will be at our docks for the next month for viewing, sea trials and of course is available for purchase. That boat was brought here by Andy Lund himself (not often you see a president of a company roll up his sleeves and spend 14 days bringing a boat to its destination — really gives him an opportunity to test their design changes and interact with people IMO). Second farthest distances this year were from Barry Shapiro & Suzanne Claus on Spray (Nordic Tug 37) and they came from Nashua, NH while Richard and Shirley Righter of Keene, NH brought their Nordic 32 named Olive. We did have owners come from Guezpn, Ontario but they came by car as their boat is currently in the Turks and Caicos.

I created a gallery of some of the photos Paul sent along. You can see it here. Some of the picture sizes are rather large, which is good if you want to look at details on the boat, not so good if you have a slow Internet connection.

We’d like to hear about other rendezvous that took place this summer (or are still planned; we’ll help you spread the last-minute word). Drop me a line here on the Contact page or in the comments to this story and we’ll follow-up with you. Thanks to Paul Tortora and Ben Wilde of Wilde Yacht Sales for the photos and roundup.

Copyright ©2010 by OceanLines LLC. All rights reserved.

The new Nordic Tug 39

Nordic Tugs’ latest model, the 39, will be making its East Coast, U.S., debut next week at Warwick, Rhode Island, Trawlerfest, so we thought it was a good time to give you the details on this boat. While it is the same hull as its predecessor, the NT-37, the NT-39 has significant changes topside, and several new standard features. From the company:

“Nordic Tugs President and CEO Andy Lund described the new vessel as an evolutionary advancement developed to offer a better cruising experience. “We began with an enormously successful design, and then contacted our many Nordic Tugs 37 owners for their feedback on how we could improve it,” he said, adding that many of
the features offered in the new 39 are in direct response to customers’ suggestions.”

Nordic Tug 39 Interior

The 39 is still very obviously a Nordic Tug; the classic pilothouse lines remain, but the look is updated with larger pilothouse and salon windows that make the boat look larger. Obviously, these also brighten the interior and improve visibility. Gone are the thick windshield mullions of the original Nordic Tug pilothouse, with only thin strips dividing the panels into three.

Nordic Tug 39 Helm

The inside of the pilothouse sports a new, wider helm dash that will accommodate big-screen electronics – an extremely welcome change. The captain also gets a standard Llebroc chair for more comfort on longer runs.

Nordic Tug 39 Salon Looking Aft

In the brighter, more open salon, there is a new, long U-shaped settee with “enhanced cushioning” and a pull-out berth like on the 37. The optional overhead-mounted flat-screen TV is opposite the settee, which is nice, since it means everyone on the settee can actually see the TV — not always the case in many salons. The galley now has a Force 10 electric cook top, Sharp convection-microwave oven and top-loading freezer as standard features. There’s also a new Dutch door and two larger sliding windows — all by Diamond Sea-Glaze — in the salon.

Nordic Tug 39 Guest Cabin

Below deck, the guest cabin features a pull-out lower berth that serves as a settee during the day, and a wide bunk at night. The head has been re-designed and now sports a Tecma toilet, a molded shower stall with bench seat.

Nordic Tugs has switched to all-LED lighting for its 2011 models, including interior lights from Imtra, which the company says it chose for their warmer tone. The LED lights use about one-fifth the electricity required by halogen lamps and produce considerably less heat. The boats also now feature LED nav lights, which can last 10 times longer than old-fashioned incandescent bulbs.

Another move that really modernizes the Nordic Tugs line is the incorporation of a full Mareton NMEA 2000 network, extending from stem to stern, and including the engine room, helm station and signal mast.  According to Nordic Tugs, “the network offers “plug-and-play” installation of electronics, gauges and equipment ranging from chart plotters and rudder angle indicators to ultrasonic tank level indicators, depth sounders and the GPS. The system is compatible with the most popular electronics brands for display on the Maretron monitor at the helm.”

Nordic Tugs and Wilde Yacht Sales of Essex, Connecticut, will have the new Nordic Tug 39 on display at the Warwick, Rhode Island, Trawlerfest from July 15-17.  Wilde has supplied a nice brochure on the new boat here.

Nordic Tug 39
Specifications

LOA                             40′ (with anchor roller)           12.19 m
LWL                             37′ 4″           11.4 m
Beam                           12′ 11″         3.9 m
Draft                            4′ 4″            1.3 m
Power                          Cummins QSB 380 hp diesel         283 kW
Weight (dry)              22,600 lbs           10,273 kg
Weight (full)              26,000 lbs           11,793 kg
Fuel                            320 US gal                1,211 L
Range (approx)        1,000 nm @ 8 knots; varies with load and conditions
Fresh Water             144 US gal         545 L
Black Water               32 US gal          121 L
Grey Water                 9 US gal            34 L

Copyright © 2010 by OceanLines LLC.  All rights reserved.

Pacific Expedition Yachts PE60 Expedition Power Catamaran

Pacific Expedition Yachts will offer Cummins Mercruiser Diesel Zeus pod drives on its PE60 Expedition Class Power Catamaran. The first hull with Zeus drives is already under construction at Pacific Expedition’s Astoria, Oregon shipyard, with delivery expected later this year.

Here’s how Pacific Expedition describes the decision to offer the Zeus drives:

The PE60, equipped with twin Zeus 3000 series pods coupled to QSC8.3-liter 600-hp engines, uses the intuitive joystick for docking and other slow-speed maneuvers, fundamentally changing the ability to control the large power catamaran with safety and confidence in the most challenging conditions. From offshore running to slow speed docking in crowded marinas, the Zeus system provides tremendous confidence and control to the owners of these large luxury yachts. It all but eliminates the fear and potential for damage that often accompanies operating a yacht with conventional inboard engines in tight quarters. The system also offers unmatched speed and economy in a vessel of its size.

CMD is “very happy to have partnered with a leading innovator in the emerging expedition power catamaran market,” said Richard Newman, CMD’s director of sales. “The Zeus system is a great match for the PE60. We believe this combination will be a game-changer in this category.”

“We are excited to work with Cummins MerCruiser Diesel in offering this kind of revolutionary technology to our clients on what we feel is one of the most exciting boating platforms to come along in some time,” said Patrick Meyer, partner with Pacific Expedition Yachts. “At over 60 feet long and 25 feet wide, a PE60 cuts an intimidating path. However, the Zeus system from CMD offers a new level of sophistication and control to our expedition power catamarans. This results in very comfortable and safe operation of our large yachts with little stress or anxiety by the owners,” he added.

Meyer told OceanLines he believes shaft drives are still a valid option for the PE cats because of the inherent maneuverability of a twin-engine boat with such wide spacing between the engines. Although PE did not disclose the price of the Zeus option, it’s safe to assume that the Zeus drives are more expensive than a standard shaft and prop arrangement.

New Model Lineup at PE

Pacific Expedition also recently announced a re-focusing of its model lineup, with the main offerings the PE50 and PE60. When the company first started, it was offering a 45, 55 and 65. The customer feedback has been such that the most demand was for a PE50 and a PE60. A smaller “Coastal Expedition” (CE) 47 is also offered for those who don’t need the room or extreme range of the PE series.

The current PE60 was derived from the original PE55 as a result of customer interest in having more space available aft of the salon bulkhead. The PE50, however, was a fresh design that took the basic beam and layout of the PE60 and put it into a smaller form. PE said it didn’t want to stretch the original PE45, because it was designed with a beam a couple of feet narrower than the new PE50 and PE60.

You can download the specs for the PE50 here.

And you can download the specs for the PE60 here.

Copyright © 2010 by OceanLines LLC.  All rights reserved.

Grand Banks' new 41 Heritage EU Shot from Above

Here are the photos of that boat, the first, to my knowledge, to be published.  Each photo is a thumbnail; click on it to get the full-size picture which I’ve uploaded here without reducing in file size. If you have a slow connection, stick with the thumbnails.  If you have a good connection, look at the originals to appreciate the amazing cabinetry, finishes and overall Grand Banks build quality.  A summary of the boat’s specifications is at the bottom of this post.  Let’s hear what you think of this boat — leave a comment.

View Forward Through the Salon

Grand Banks' New 41 Heritage EU Running

Raymarine-equipped Lower Helm on the GB41 Heritage EU

Looking Aft Through the Salon

Galley Up to Port Aboard GB41 Heritage EU

The Queen's Bed in the Master's Stateroom

Nicely Finished Helm on Flybridge

No chafing for these lines

Aft Cockpit Hatches aboard the new GB41 Heritage EU

Stern View of New GB41 Heritage EU at Anchor

The latest specifications on the Grand Banks 41 Heritage EU:

The CMD people have scored some nice applications for their Zeus drives, too.  Have a look under the Boats, Yachts and Ships article category here for a piece I did on Grand Banks’ newly announced 41 EU Heritage model, which will feature Zeus drives and a full second stateroom made possible by the compact pod-drive installation.  In the Mad Mariner piece I describe a test drive I took on a 2008 Sea Ray 44 Sundancer equipped with Zeus.  If you’ve never actually been aboard one of these boats, the performance is truly jaw-dropping.  Not only does the boat maneuver around the docks as if its on rails, but it accelerates like a rocketship and carves turns at high speed like a Formula 1 race car.  In fact, it can turn so sharply that it will generate LARGE g-forces, large enough that you really have to warn the crew ahead of time and then hang on for dear life.  Amazing.

So, head on over to Mad Mariner and read about what your next boat might have on it — or should I say, underneath it?

Copyright ©  Tom Tripp 2007

Why the second wave? Well, the first wave was basically a quick “bolt-on” application, with only minor modifications to hullforms and interior hull arrangements. But these demonstrations proved worthwhile even in their own right and stirred the creative thinking in naval architecture organizations throughout the industry. The new GB 41 Heritage EU takes the technology the next step. A new underwater hull design belies the iconic topside appearance of one of the best-known and loved trawler designs. And inside that hull, designers have taken best advantage of the compact installation of the Cummins Mercruiser Zeus drives to create a full second stateroom — a feature rare in trawler designs of this size.

So this new Grand Banks boat is a big deal. An even bigger deal is the likelihood that within a certain few years, nearly all new boats for sale will sport this kind of drive technology and be capable of the same things this boat is capable of.

And capable she is. Her maker says she will cruise efficiently at both 10 and 24 knots. We already know that with her Zeus drives and with precision autopilot technology, she will be as maneuverable in the water as a helicopter is in the air — but a whole lot easier to drive.

Are Zeus, and Volvo Penta’s IPS drives the wave of the future? Absolutely, unless some hidden downside reveals itself as installed numbers grow. The main concern boaters have talked about is related to groundings. The angst is typically expressed in terms of, “Gee, that’s a lot of money hanging down there waiting to get sheared off when I run aground at high speed.” I don’t really understand why this is more of a concern than shearing off double shafts, struts, props and rudders under the same scenario in a conventionally powered boat. Cummins Mercruiser thinks it has addressed concerns about underwater impacts on the Zeus drives, putting the propsets behind the transmission leg and putting a skeg on it to deflect debris. True, you can still shear the whole mess off if you hit something hard enough and immovable enough, but even then, the breakaway characteristics of the drive pod are designed to prevent the sea from joining you aboard the boat.

But there is another element to the leading-edge nature of this technology. I believe it is the logical transition step to diesel-electric drives in recreational boats. True, they’ve been deployed in giant cruise ships, and in megayachts like Lurssen’s Air/Ice; and even some smaller yacht manufacturers are working on those installations in boat sizes the rest of us might actually own someday. The principal obstacles have been designing lightweight applications that are affordable. Drive systems like Zeus and IPS, however, are paving the way in terms of hull re-design, maneuvering control software and interior design. Imagine the further advantage coming with diesel electric propulsion; if Zeus gives a designer an extra three feet because of its compact design, how about being able to place the diesel generator anywhere in the boat and just having to run electrical cables to the completely separate drive pod hanging under the hull (and, by the way, anywhere under the hull that the designer thinks it works best). Now THAT is flexibility. Instead of being the big “iron problem” in the bottom of the bilge around which everything else has to be adjusted, that heavy diesel can become part of the weight and balance solution. That is technology that provides real benefits to boat designers and, ultimately of course, customers.

So look hard at boats like Grand Banks new 41 Heritage EU. It really is the wave you want to ride.

© 2007 Thomas M. Tripp