Krogen 58

Krogen 58′ Northbound:  Part 3

Krogen 58′ Northbound: Part 3

The magic of sunset at sea while aboard a trawler. . .

The magic of sunset at sea while aboard a trawler. . .

One of my favorite things about being at sea is “The Big Sky.” No, not the state of Montana or the great 1952 lubberly movie with Kirk Douglas — THIS big sky over me. Growing up in the hilly country of New England, the celestial vault never took up much more than half of the view above the horizon. Here, far off the coast of Georgia, a fairly calm sea permits a 180-degree perspective on the heavens. The sights and sounds of this big sky, both during the day and at night are highlights of a trip offshore.

A view of our position courtesy of Fugawi Marine ENC running NOAA ENC charts. Note the speed.

A view of our position courtesy of Fugawi Marine ENC running NOAA ENC charts. Note the speed.

Gregg and Greg are both standing at the helm, examining the chartplotting laptop as dawn arrives on our second day at sea. It’s still mostly dark, but a faint tangerine swath on the eastern horizon suggests where the sun will rise. As Greg Kaufman takes his watch, we agree things are running smoothly. Our speed over the ground (SOG) has risen to well over 10 knots, as the wind and swell have veered into the southeast, and the ride has smoothed dramatically. The engines are still only burning about 6.3 gallons per hour, combined, and the faint hum we hear from them in the pilothouse is accompanied by the sounds of the rushing water along the hull; a rhythm that shifts quietly and constantly with the set of the waves and wind. 

The tangerine deepens at its heart and bleeds a rose stain farther along the horizon and up into the sky and then, abruptly, the orb of the sun rises from the sea. It happens quickly, and the drowsy pilothouse is suddenly flooded in warm, yellow sun. Gregg has been drinking coffee on his 2-6 watch, but a fresh pot brewing in the galley awakens my breakfast appetite and soon enough I’ve got a bowl of cereal and some fruit in hand. The ride is so smooth now I fling caution to the wind and climb the steps back up into the pilothouse without “keeping one hand for myself and one for the boat.” Apparently, Poseidon was still asleep, because I make it to the settee in the pilothouse without spilling anything. 

Kadey-Krogen's Greg Kaufman has the sunrise watch.

Kadey-Krogen's Greg Kaufman has the sunrise watch.

After breakfast, we check the decks for flying fish who had one-way tickets. There are none today, which is a little surprising, given that we could see and hear them during the night, occasionally running into the hull. It’s probably just as well that we didn’t find any; flying fish sushi at this hour seems less than appealing. Gregg uses the freshwater washdown on the foredeck to rinse the Portuguese bridge and pilothouse windows of their salt crust from yesterday’s bash. I’m taking some time to wander around the yacht, taking pictures and making notes for a more detailed article about the Krogen 58′, which I’ll write up when I get home. 

The wind continues to veer and by midday is mostly from the southwest. We’re also in the core of the Gulf Stream and our SOG has risen above 12 knots — quite a fantastic speed for a trawler running at an economical cruise setting of 1,850 rpm.  Gregg managed to download the latest GRIB files before we were over the horizon, so we spend some time in the morning looking at the forecasted winds overlaid on the chartplotting software on his Mac laptop. It looks like a good day, with the winds behind us, at least until sometime early tomorrow morning. 

While today’s cruisers do not HAVE to be completely disconnected from the rest of the world, with Internet phone, TV and data services available by satellite, we don’t have any of those resources so my cell phone is silent and my laptop is without any connections. My brain eventually also catches up to this reality and it’s then that I really begin to notice little details — like how I can see the differencein direction of the wind waves and ocean swells. I look more closely at the old radar set we have and I realize I can see that difference in the “sea clutter” returns on the screen, too. That will be handy at night when I can’t see the waves visually. 

There’s more life out here than first meets the eye, too.  We’re regularly visited by bottlenose dolphins; big, gray athletes running across our course who suddenly change course to check out our pitiful bow wave and then, unimpressed, move on. There are large patches of Sargassum seaweed; orphans snatched from the great Sargasso Sea by eddies of the Gulf Stream — each a haven for entire food chains floating underneath them in the water column. 

Audubon's Shearwater. Photo by Flickr user "Jforb"

Audubon's Shearwater. Photo by Flickr user "Jforb"

What looks like an Audubon’s Shearwater swings lazily by, evidently concluding we are not edible and then darting off to check out a suspicious surface swirl off our port beam. These birds periodically pass us and I wonder how they manage so far from land. The Gulf Stream this time of year is beginning to fill with the pelagic birds as they begin northward migrations. North Carolina, incidentally, is a great place to take some offshore pelagic bird trips. Check out this website of Brian Patteson’s

Traffic is pretty light and we seem to have the sea to ourselves for the day. The southwest winds persist and we make great time, racing along in the middle of the Gulf Stream.  It’s clear from the forecast and our progress that it’s going to be a race to the North Carolina coast for us. Our hope is to get as close as possible to North Carolina before the wind quickly shifts to the northeast, courtesy of a fast-moving cold front coming from the mid-west. By day’s end, we’re fairly certain there will be more head-bashing before we get where we’re going. 

Atlantic Ocean Sunset From a Trawler

Atlantic Ocean Sunset From a Trawler

After an early sailor’s dinner, Gregg heads below to get some sleep. The other Greg and I enjoy a spectacular sunset. The wind has picked up but it’s still calm enough for me to wander around the side decks experimenting with my camera. There are enough clouds around that the sunset has some canvas to paint on and it gets better and better as each moment passes. And then, as suddenly as it rose 13 or so hours earlier, the sun sets and a gray haze mutes the colors. 

Our ship sails steadily northward through the descending night. The pilothouse is darkened; all the lights and screens dimmed as far as possible to preserve night vision. I periodically step out onto the sidedeck to look at the stars. Low in the west, Orion poses majestically in full hunter glory. The dark skies of the moonless night pull the stars into three-dimensional relief and the constellations now truly resemble their ancient namesakes. I can even see the Orion Nebula, M42, with my naked eyes. Overhead a cloud stretches to the eastern horizon in a broad belt. As my eyes continue to adapt, I realize I’m looking at the Milky Way — an edge-on view into the heart of our very own galaxy, with its dense “cloud” of stars and gas paving my own sky. 

Later, on watch, stars rising from the ocean play tricks on my eyes and I think they are ships hull-down at the horizon. I have to watch them steadily to reassure myself they are indeed off-world and not the approaching range lights of some container-carrying leviathan. I have to move my gaze constantly to pick up faint lights with my more sensitive peripheral vision. Thankfully, the radar faithfully confirms or denies each apparition. I would be significantly less comfortable without this modern aid. 

Gregg comes up to the pilothouse shortly before his 2 a.m. watch and does an engine room check. We each check it at the beginning of our watch and once at mid-watch, which means someone has eyes on all the running equipment every two hours while we’re underway. We look for leaks in the shaft seals, hoses and thru-hulls; loose belts or pulleys; signs of oil or fuel anywhere, and finally check the sight gauges on the fuel tanks. We know to a small fraction of a gallon how much fuel we’re using, thanks to the digital information buss on the John Deere engines, but it’s nice to be reassured by a logical level in the sight glass. 

As I handover the watch to Gregg is the wind is picking up and beginning to complete it’s veering circle of the last 36 hours. By dawn we are once again bucking a stiff headwind and sea. Despite the pitching of the boat, I have no trouble getting some sleep in the forward stateroom, although eventually something in the anchor locker forward of my stateroom bulkhead decides to knock against the bulkhead in rhythm with the waves. 

This time we only have to endure the bashing for a couple of hours and then we begin to feel the lee effect of North Carolina. By mid-morning on Sunday (I think it’s Sunday; you lose track of the time and the day of the week quickly out here…) we are approaching the entrance to the Cape Fear River south of Wilmington. We follow a tug towing a barge up to the city, but duck out of the river and across to the Intracoastal again and head for our marina at Wrightsville Beach. 

Gregg brings the big Krogen up the channel toward the face dock at the marina and executes a beautiful 180; the starboard side coming within inches of the dock as he completes the turn. He’s done this a few times. I step off the boat because I’ve got a plane to catch back to the other real world, but the two Greg(g)s will pick up another crewmember and continue northward on Monday. 

Our leg from Jensen Beach to Wrightsville Beach took approximately 47 hours. We traveled as far as 120 nm offshore and in the core of the Gulf Stream saw speeds as high as 12.6 knots. The engines ran at a nearly constant 1,850 rpm and the smaller of our two generators also ran the duration. We burned less than 300 gallons of diesel fuel and suffered no mechanical or systems failures. The yacht handled breaking waves in the departure inlet of greater than 10 feet and serenely traveled through both head, quartering and following seas without complaint or wander. It was a great trip on a seaworthy yacht and I won’t forget it. 

Copyright © 2010 by OceanLines LLC.  All rights reserved.

Posted by Tom in Cruising Under Power, Engines, Passagemaking News, Powerboats, Technology
Video: Running a Rough Inlet

Video: Running a Rough Inlet

Krogen 58' Departs Fort Pierce Inlet

Krogen 58' Departs Fort Pierce Inlet

The video you see here was taken while departing the Fort Pierce, Florida, inlet, Friday, April 16. The tide was running out strongly and the wind and seas were running in just as strongly. The resulting washing-machine ride was rather sporty, although our Krogen 58′ handled it well.  At one point, we realize we’ve forgotten to latch the doors of the refrigerator, which has just emptied itself into the galley. You can read more about this trip here.

A larger format and more video from this recent northbound delivery will be coming shortly.

Copyright © 2010 by OceanLines LLC.  All rights reserved.

Posted by Tom in Boats, Cruising Under Power, Cruising Under Sail, Environment & Weather, Passagemaking News, Powerboats, seamanship

North From Florida on a Krogen 58′

Kadey-Krogen 58' Moored in Stuart, Florida

My ride for the next two days -- Kadey-Krogen 5817

I’m currently aboard a new Kadey-Krogen 58′ at the Four Fish Marina in Jensen Beach, Florida, making final preparations to head north to Annapolis with the boat. It’s a unique opportunity to give the current queen of the Kadey-Krogen fleet a thorough test in her natural offshore element. As soon as a new radar unit arrives and is installed, we’ll be departing. I’ll be posting — whenever I have a cellular Internet connection — updates on the first half of the trip, to Wilmington, North Carolina.

This yacht, Krogen 5817, was delivered last fall to Seattle, where she was displayed at the Seattle Boat Show. She was then loaded aboard a freighter and taken through the Panama Canal to Florida. Our plan is to run up the IntraCoastal Waterway (ICW) to the Fort Pierce inlet, then head offshore. The winds today (Friday, April 16) are still fairly stiff out of the East, but the forecast calls for it to gradually diminish and swing to the southeast, which will make the trip up the Gulf Stream a little smoother.

It should be about a 50-hour passage to North Carolina, and the two Kadey-Krogen crew and I plan on four-hour watches each, with eight hours off. That will give me plenty of time to do some detailed photography and video of our trip and to give you a nice look at this beautiful yacht.

So stay tuned for the next post, in which I’ll introduce you to our crew, Captain Gregg Gandy, and yacht broker Greg Kaufman (also a licensed Master), and give you the details of our route and cruising specifics. In the meantime, you can get a good look at the specifications of this particular boat, which Kadey-Krogen has been using as a company demonstrator and which is now for sale, here.

Copyright © 2010 by OceanLines LLC.  All rights reserved.

Posted by Tom in Boats, Construction & Technical, Cruising Under Power, Destinations, Environment & Weather, Passagemaking News, seamanship

Kadey-Krogen and Nordhavn at the Upcoming Miami Boat Show

2010 Miami International Boat Show and Strictly Sail

2010 Miami International Boat Show and Strictly Sail

Kadey-Krogen said this week that it will have a Krogen 58′ and the 48′ North Sea with the redesigned galley and bridge, which we wrote about here on OceanLines recently.

P.A.E. advises that their final plans for the upcoming Miami boat shows include the 75 EYF and the 62 at Collins Ave., — more formally know as The Yacht and Brokerage Show in Miami Beach.  They also plan to have a 47 over at the on-water display of the actual Miami International Boat Show and Strictly Sail at the Sea Isle Marina in Miami.

At this point, Selene does not appear to have a boat at the show, although the Selene Annapolis dealer will be there and Jet Tern Marine owner and chief designer Howard Chen will be attending to accept an award from MotorBoating Magazine.

We will update you over the next week with the plans of other passagemaking boat builders.  If you use the official website for the boat show, don’t rely on the search function there to tell you who will be there. There are some brands missing from the database. Best to check the website of the brand you’re interested in directly.  Here are the basic logistical details for the main Miami Boat Show, from the show organizers:

Show Information
Dates & Location
February 11–15, 2010
MIAMI BEACH CONVENTION CENTER
1901 Convention Center Drive
Miami Beach, FL 33139

SEA ISLE MARINA & YACHTING CENTER (New home of Strictly Sail Miami, joining forces with the Miami International Boat Show powerboat in-water location)
1635 N. Bayshore Drive
Miami, FL 33132
*** This location now requires a ticket or badge for admission.

NEW! BIG BOAT ROW
Looking for the BIG sailboats? Begin the day at Sea Isle Marina, then head over to Bayside Marina by way of Strictly Sail Miami’s FREE water taxi service to view some of the largest sailboats and catamarans in the world. Lagoon America, Leopard, Prout, Seawind Catamarans, Hylas, Passport and others will all have boats on display at Big Boat Row.

Courtesy Shuttle Buses will run between all locations including the park & ride at the American Airlines Arena from 1 hour prior to show opening through 1 hour after show close daily.

Show Hours
Premier Day
Thursday, February 11, 10:00am–6:00pm

Friday, February 12, 10:00am–8:00pm
Saturday, February 13, 10:00am–8:00pm
Sunday, February 14, 10:00am–8:00pm
Monday, February 15, 10:00am–6:00pm

Sea Isle Marina & Yachting Center is open from 10:00am–6:00pm daily

Admission
NEW — 5 Day Pass (Good all 5 days of the show)
Thursday, February 11th–Monday, February 15th — $75.00

Premier Day — $30.00

Friday–Monday:
Adults — $16.00
2 Day Pass — $30.00
Youth, age 13–15 years — $6.00
Children, age 12 and younger — FREE

Tickets will also be available for purchase at both the Miami Beach Convention Center and the Sea Isle Marina & Yachting Center locations.

Copyright © 2010 by OceanLines LLC. All rights reserved.

Posted by Tom in Boats, Cruising Under Power, Industry News, Passagemaking News, Powerboats

10 Questions with Kadey-Krogen’s Larry Polster

 

Krogen 58 Cruises Among the Whales

Krogen 58 Cruises Among the Whales

Editor’s Note – In this series we feature a Q&A with the leading executives of passagemaking boat companies.  The second installment features the thoughts of Lary Polster, vice president of Kadey-Krogen, one of the top brands of passagemaking boats. The following bio was provided by Kadey-Krogen:

Larry Polster is a life-long boater, born and raised in Cleveland, OH. As a child he explored the Great Lakes from Mackinac Island to Montreal, and became thoroughly hooked on boating the day, at age 12, he piloted his family’s sedan cruiser the last half of their voyage from Kingston, Ontario, to Rochester, NY, because both mom and dad were too seasick to run the boat. Fast forward 25 years.  After ten years of owning a cruising sailboat, Larry and his wife Janet bought a Krogen 42′ – the beginning of Larry’s relationship with Kadey-Krogen Yachts. Then, completely in love with the Krogen 42′ and all it stood for, Larry volunteered to help out Kadey-Krogen at the Annapolis Boat Show. At the conclusion of the show, he was made an offer to come work for the company in Florida, an offer he graciously turned down. A seed was planted which grew into his mid-life crisis: he left his consulting job of 17 years and opened the Maryland office for Kadey-Krogen Yachts. A few years later he became a partner in the company and currently serves as vice president.  Larry and Janet along with their daughter Hannah and their Portuguese Water Dog, Sasha (the office mascot), reside in Annapolis, MD.

The questions asked are all from OceanLines and the answers from Larry Polster are verbatim.

———-

1.   OceanLines:  Kadey-Krogen is considered to be among the top couple of full-displacement yacht builders in the industry.  When did the company really begin to gel and succeed in the marketplace?  And was there a particular boat that represented that “turning point?”

Polster:   The Krogen 42’ is what started it all and we built 206 of them from 1977 through 1997.  The Krogen 42’ became immensely popular in the mid-80’s and I think that secured the company’s place in the industry.  There was also a second turning point with the launch of the first Krogen 58’ in 2000.  It was the 58 project that was the impetus for the level of refinement, both in equipment as well as fit and finish, that is found in each and every Kadey-Krogen built today.

2. OceanLines:  What, in your mind, defines the Kadey-Krogen “brand?”  In other words, what is it about Kadey-Krogen that customers and boaters think, that they don’t think about other brands?” 

Polster:  Actually Tom, I think that really is two different questions.  The “brand” can be summed up in four words:  Capability, Liveability, Family and Value.  As for what our owners think, or more importantly know, about Kadey-Krogen, is that we represent a full and complete package – from the initial handshake to the inevitable sale when the owners are ready to move on.  Look on YachtWorld at the huge percentage of our yachts that are listed with us and then look at other brands.  Our owners stick with us and that speaks volumes.  Yes, there are those out there that are capable of crossing oceans and a motoryacht can make a great liveaboard, but only a Kadey-Krogen is At Home on Any Sea.

3.   OceanLines:  Like many other builders in recent years, Kadey-Krogen seems to have concentrated on expanding the larger end of its fleet.  Do you think this represents a shift of the early market away from smaller boats in general or just an expansion?  In other words, is there still a good market for the smallest boats in this market segment of liveaboards and serious cruisers?

Polster:  There is definitely a market for the 40-50 foot trawler.  Our expansion on the larger end has been purely to fill in size gaps with vessels that can be handled by a couple.  We had nothing between 48 and 58 feet, hence the 55, and we had nothing larger than the 58, hence the 64’ Expedition.  Other builders are expanding way beyond 65’ but anything beyond the mid-sixties really requires more than two people and until you get near 100 feet, you don’t have proper space for crew.  Perhaps that is why there are such a relatively high number of large, late-model trawlers for sale.  Getting back to the 40-50 foot market, if you closely exam the Krogen 48’ North Sea you will notice that we put a tremendous amount of effort in bringing a proven model into the 21st century.

4.      OceanLines:  Has Kadey-Krogen looked at some of the latest technology developments, such as the various forms of diesel-electric propulsion, or perhaps newer hull designs such as the cat SWATH hulls?  If so, what is the likelihood some of it will make its way aboard some future (or present) Kadey-Krogen yachts?

Polster:  If it ain’t broke, don’t fix it.  The laws of physics and hydrodynamics have not changed.  We feel our efforts are better concentrated on continued improvements with proven materials and equipment. 

Krogen 64 Artist's Rendering

Krogen 64 Artist's Rendering

5.    OceanLines:  You recently announced the availability of the Krogen 64’ Expedition.  While the economy is certainly affecting all new boat builders, is it possible Kadey-Krogen might offer even larger yachts, perhaps in the same Expedition series as the 55’ and 64’?

Polster:  Possible, yes, likely, no.   We have a design for a beautiful 77 footer that would extend the Expedition series, but we build yachts that a couple can handle with ease and confidence. A 77 footer would push those limits for most couples.

6.     OceanLines:  In your opinion, which systems aboard today’s yachts are the most mature and reliable; and which are the least so?  If you could send a message to systems suppliers to Kadey-Krogen yachts, what would it be?

Polster:  To me, hands down, the most mature and reliable is the modern diesel engine like the 6.8 liter John Deere.  Here is a piece of equipment with parts moving roughly 1800 times per minute.  That’s 108,000 times per hour of operation which means parts will move 216 million times before the factory warranty even expires! 

As for less reliable systems, there are certainly items that one is more likely to replace than others, but that does not make it an inferior product or something a supplier needs to work on and I think that any builder that concentrates on quality will say the same thing.  The overwhelming majority of the components have their origin outside of the recreational marine or yacht market and as such are well proven before we ever see them.

7.    OceanLines:  What features do Kadey-Krogen owners most often point to as influencing their decision to purchase a Kadey-Krogen yacht?

Polster:  The liveability of a Kadey-Krogen is well recognized by the cruising community, but the way a Kadey-Krogen handles at sea, especially in a following sea, is what cements the relationship.  Other trawlers either get pushed around, slalom like a snow ski or water ski on edge, or both in following seas because the aft third of their underbody is relatively flat and the entire beam of their transom is in the water.  Our Pure Full Displacement hull form with fine entry and wineglass stern translate into what I call the “magic carpet ride” in following seas.  The boat feels like it is hovering in place, but in reality is tracking forward as if on rails. 

Krogen 48, A Popular Liveaboard Cruiser

Krogen 48, A Popular Liveaboard Cruiser

8.     OceanLines:  Are there some examples of owner-requested features aboard your yachts that have become standard?

Polster:  We are a limited production builder, and as such have the opportunity to sit with each customer and review personal touches.  Most recently it was the Viking range you may have seen in the Krogen 55’ Expedition and Krogen 58.  A couple was moving up from a Krogen 44’ to a Krogen 48’ and they asked if we could fit in the Viking.  After a design review session with our naval architect, voila, the Viking stove is now standard aboard the 48’ North Sea.

9.    OceanLines:  Some of the builders in the “small boat” market have done a good job of bringing new boaters in at the bottom end of their product lines and keeping them as they upgrade through the fleet to larger and larger vessels.  Do you see a way for a trawler builder to do this, both from a size and price perspective?

Polster:  Yes, although we feel it’s more important to keep them in the “family” which is why some Krogen owners are buying smaller, not larger.  In the past eighteen months we have had four sets of owners in the “multiple” category.  One couple purchased their 4th Krogen, another their 5th and still another their 6th Krogen. 

10.   OceanLines:  Are you still satisfied with having Kadey-Krogen yachts built in East Asia?  Do you see possibilities down the road for builders like yourselves to take advantage of some of the emerging capabilities in places like Turkey and Poland?

Polster:  We have a very special relationship with Mr. Lin Kao Shui and Asia Harbor Yacht Builders.  We have been building at Asia Harbor for 18 years.   They only build for us and we only build at Asia Harbor.  Both companies have worked hard to produce the quality yachts that are Kadey-Krogen today.  As you might suspect from answers to some of the earlier questions, we’re not about to jump on the “greatest thing since sliced bread” bandwagon.  Over the past ten years we have seen many companies leave Taiwan only to return upon realizing that the grass is not greener…

11.   OceanLines:  In the last 18 months, most builders in your market space have introduced new models based upon an existing hull.  Kadey-Krogen has not.  Why?

Polster:  We’ve jokingly dubbed this phenomenon the “stretch-a-boat” concept.  In the last 18 months we have seen notable manufacturers stretch a 41-footer to be a 49-footer, a 47-footer to a 52-footer, and a 55-footer to a 60-footer. They have taken existing models and just inserted five to eight feet into the mold and voila, they have a new hull without significant design, engineering and tooling costs.  The problem is they have ignored architectural integrity, something Kadey-Krogen Yachts will not do.

12.   OceanLines:  Architectural integrity is not a concept that has received much attention.  Would you please explain what you mean?

Polster:  You are correct.  It has not received much attention because it only became an issue in the recreational yacht market very recently as builders started stretching boats in order to save development costs.  Perhaps the best-known example of violating architectural integrity occurred back when SUVs first became all the rage. Manufacturers simply took the chassis of another vehicle and put a large boxy structure on top, thereby raising the center of gravity. Remember all those early stories about SUVs rolling over?

Do I think these stretched models are going to roll over the way those early SUVs did?  Certainly not, but when a naval architect designs a boat, the hull is designed to accomplish a set of goals.  Designing a new boat is not done piece-meal and many decisions and measurements affect multiple characteristics.   If you take a boat and stretch it, the engineering is changed. You simply can’t design the proper curvature and shape of a hull, then stretch the middle by 10% or more, or stick a larger cockpit on it, and have the physics stay the same. You can’t, using sound naval architecture principles, place the propellers, rudders, etc. on a boat and then change its length by 10-15% and add a larger engine and prop, and expect the same handling result.   Take a sea trial, preferably on a really rough day. Insist on turning off the stabilizers and hand steering the boat in all conditions and you’ll see what I mean.

———-

Copyright © 2009 by OceanLines LLC

Posted by Tom in Boats, Construction & Technical, Cruising Under Power, Industry News, Passagemaking News, People, People & Profiles