Why THIS boat?

Sailing is a metaphor for life. So I suppose the selection one makes in a boat reflects deeply upon his or her personality.  For me, sailboat design ranks with fine art, classic music, literature and certain architecture as man's finest accomplishments.  Sailing offshore, particularly under the stars is the essence of spirituality....as long as it's on a proper boat!

I've always been drawn to the purposeful lines of McCurdy and Rhodes, sometimes without realizing it.  My first conscious encounter with an M&R design occurred in the early 80's with the Hinckley' Sou'wester' series, particularly the SW42.  Long a fan of the classic Tripp-designed, Hinckley-built Bermuda 40, the SW42 seemed to evolve that understated aesthetic into a truly seaworthy performance yacht.  Being in college or starting my career, I could only lust for one of those babe magnets but it did inspire me to learn more about yacht design and the elements that constitute a proper yacht.

M&R-designed Navy 44

Years later while racing to Bermuda as Watch Captain aboard Jim Mertz's Allegra, I shared tacks in heavy weather with a Navy 44.  Only later did it register that she is a M&R design. I found myself envying her powerful, comfortable sea motion (easy to do from the wet helm of Jim's tired '83 Beneteau First 42!).  The Navy 44 stood out as a true 'ship' amongst a fleet of lightweight, state-of-the-art trophy racers and some modern designs with dubious offshore credentials.

Yet for me, the pinnacle of offshore-quality form and Corinthian spirit can be found in the M&R-designed, 48'2" Carina.  Built in 1968 of aluminum as an early IOR breakthrough and commissioned by the legendary Dick Nye, she won the 1970 (first year of IOR) and 1980 Bermuda races and continues to be competitive 40 years later under the stalwart custodianship of Rives Potts, winning the coveted St. David's Lighthouse silver again in 2010.  Every two years she is surrounded at the docks by multi-million dollar, state-of-the-art yachts and crews preparing for Bermuda and yet to me, she always looks most 'right'.  Carina holds the record for most Bermuda races for a yacht at nineteen (19) and will hopefully being going strong for the next generation to come.  

Carina in Jamestown, RI  before 2010 Newport Bermuda Race

Any mention of records, inspiration - or canned peaches - can not fail to include the late Jim Mertz. Jim passed away in 2007 at the ripe old age of 93 while planning his 38th race to Bermuda (30 Newport, 7 Marion), a record that still stands (plus 13 trans-Atlantic crossings as an officer and skipper of a Destroyer Escort (DE239) in WWII).  Jim was my sponsor into the American Yacht Club (AYC), was its former Commodore a New York Yacht Club (NYYC)' Race Committee chairman and above all, a true gentleman. He ignited my passion for Corinthian offshore racing and more important, was a great friend and role model.  The late actor, Gary Cooper surely honed his stage persona by imitating Jim. His conservative nature and emphasis on crew harmony had the indirect benefit of solidifying my appreciation for Carina which ultimately led me fatefully to Sitzmark.

Jim Mertz and Crew of Allegra, Bermuda 2004

Having renewed my wife's respect by selling our previous sloop, Kathryn a solid Chuck Paine-designed 1999 Morris 40 in early 2007 (three kids in six years will temper a wife's enthusiasm), I wasn't seriously in the market for a replacement in February 2009 when - my story and I'm sticking to it - a seductive broker, Annie Gray carjacked me from a PTO meeting at gunpoint, drove me three hours handcuffed in her trunk demanding that I inspect 'Stewball' (ex-Sitzmark), a  custom 1971 M&R-designed, Paul Luke-built 46'5" aluminum ocean racer for sale in Manchester-by-the Sea, MA. "Recently traded and worth a visit" are the last words I recall hearing through the seat before losing consciousness.

Similar in arrangement to Carina, Sitzmark was commissioned by the late Dr. Walter ('Doc') Neuman of the New York Athletic Club (NYAC), a competitive contemporary of Dick Nye's, for Long Island Sound and international long distance racing. She was one of three near sister ships produced. Her aluminum sister, Zest was commissioned by H. Irving Pratt who initiated the research project that produced the Measurement Handicap System (now IMS); the third was built of fiberglass in Denmark. 

2009 brokerage photo of Stewball (ex-Sitzmark)

On the hard, uncovered and buried under 12" of ice and snow, my first impression of her Claret Red hull and battleship gray topsides was one of familiarity.  This was either a Navy bordello or a classic M&R yacht. The pedigree was obvious. She clearly received exterior and mechanical TLC by her previous owner. But her interior was a patchwork of vintage 70's paint-plugged perforated aluminum and jury-rigged starboard headliners, wood-grain Formica, original and mystery wiring, removed or obsolete systems, a holding tank filled the locker and the ill-fitting carpentry retro-fits that typically occur over 40 years of varying ownerships (including a 1975-1984 stint at the US Merchant Marine Academy at Kings Point, NY after Doc's passing).  In 1973, her boom was shortened from the 'as drawn' E=18' to 15' to accommodate emerging IOR rules, her forward sail bin overflowed with 23 vintage (i.e. mostly useless) sails and her Hood rig and rod was original. Her bilge was full of ice. On the bright side, she had a relatively new 50-hp Beta engine and MaxProp and she was, in a word... beautiful! This ruled out the bordello theory so surely, Josephine would see past these superficial shortcomings and think her husband a genius for contemplating a depression-era refit!

Not to say she wasn't usable 'as is'....just definitely not if I ever hoped to entice Josephine aboard, or ever return home to sleep. I confess to being a tad spoiled myself after owning the Morris so this was not love at first sight. She was clearly a project. But the pedigree...the unmistakable lines...the visions of a proper offshore yacht for long distance races...I mean, 'family cruises'....and enough single bunks to indoctrinate my three young sons...!

February 2009 was a good time to buy a sailboat. It might have been a bad to spend money but it was a good time to buy a necessity like a refit project.  The global economy was tanking and taking consumer confidence with it.  Unfortunately, my dear Josephine is also a consumer and worse, employed in the then collapsing Finance industry.  This surely wouldn't be an easy sell to a nervous, recent mother of three (my third strike) or to her mother (game over?). Fortunately, Annie connected me with Bob Eger of Warren Pond Boatworks in South Berwick, Maine. 

'On the Hard' in Manchester-by-the-Sea

Bob, soft-spoken and competent a Maine boatbuilder as they come (at least I think so; he doesn't talk very much), paid Stewball a couple of visits. In freezing temperatures between snow storms, we peeked under her kimono and estimated the investment to get her into reasonable shape.  If tragedy + time = humor, I'll have a good laugh one day at that framed estimate as it ultimately bears no resemblance to reality. In any case, we decided that she'd be a worthwhile 'project' so had her hull audio-gauged and submitted an offer.  

Deal closed, we arranged trucking to Bob's shop and returned to measure her height and reduce it as needed to achieve a 13'4" maximum. When you start with a 7'2" draft, the future is foreboding. The sound of a sawzall amputating stainless steel is not how one hopes to start new boat ownership. Off came the fused bow pulpit, first three sets of stanchions and lifelines.  Off came the pedestal-mounted Barient 35 winches, doghouse and nine (9) dorade cowls.  Out came my heart.  Surgery was over in 28 minutes. I had just taken three steps backward.

ex-Sitzmark (ed: since renamed COUP D'ETAT) arrived safely at WPB in April 2009. Her mast remained at Manchester Marine with the naive expectation (based on the demo estimate) that the boat would return a few months later for recommissioning. If that had actually happened,  I'd have no material for this blog.  As Bob dryly points out, '"Well (idiot), you essentially bought a hull and engine and are building a new boat". True enough, just don't tell my wife (that I'm an idiot).

Work commenced indoors in October, 2009 and continues.  My mandate to Bob is to 'make her a wooden boat inside and a Cat-1 compliant battleship outside'.  To her benefit, she had the luck of being shed mates last year with the 1903 46' Herreshoff, Nellie in for a total, over-the-top rebuild. Bob does meticulous, gorgeous work. Needless to say, Sitzmark is sporting a fine Herreshoff interior these days and she's in good hands with Bob.

Recommissioning WILL BE on her 40th birthday, April 17, 20011. Goal is to use the 2011 Marion Bermuda Race as her shakedown for return to long distance ocean racing and New England family cruising from her bases at AYC in Rye, NY and the NYYC.

Awaiting her refit at Warren Pond Boatworks, Spring 2009

This blog is intended to document that refit process and provide a bit of history of Sitzmark, perhaps inspiration to pursue your own vision. I hope you enjoy it and find it helpful.  Just don't let your spouse read this before you buy the boat.

I'm motivated to write this blog by the outpouring of positive memories that are shared by her former crew and captains.  My wife, Josephine is also an inspiration; she tells me that anyone as passionate (i.e. loco) about a project should write about it. This may be at her mother's lawyer's suggestion ;)

If you have stories or photo's of Sitzmark throughout the years or need marital advice, please share them.

Michael