|
Just
four years after launching Hull No. 1, The Cape Horn Trawler Corporation
has established itself as a builder of tough, safe, world-capable trawler
yachts. In keeping with its motto, “First in Safety—Safety
First,” Cape Horn offers industrial-strength yachts for serious
offshore voyaging. With handsome styling, comfortable accommodations,
and first-rate joinery, these bluewater vessels have plenty to offer.
All
of Cape Horn’s trawlers are heavily built of steel to meet or exceed
ABS standards for ships in commercial service, rather than the less-demanding
standards established for yacht service. This includes a keel that runs
the length of the hull, with a massive three-inch-thick steel plate on
the bottom for protection in case of grounding. Beneath the hard chines
on either side, hefty bilge keels extend to the same depth as the keel,
protecting the active-fin stabilizers. Thanks to these features, the yacht
can be intentionally grounded at high tide to expose the bottom at low
tide, allowing you to do routine bottom maintenance without incurring
a haul-out charge.
Baird
Stephenson, a former naval officer and lifelong sailor, chose the Cape
Horn 65 so he and his wife Sheryl could cruise to Alaska without worrying
about hitting deadheads. They invited me to join them aboard Integrity
(Hull No. 7) as she headed southward along the East Coast on an unhurried
passage home to the Pacific Northwest. Coming aboard Integrity in Noank,
Connecticut, we would cruise to Greenport, New York, near the eastern
tip of Long Island’s north shore. Though a stiff breeze blew out
of the west, clear skies and bright sunshine held the promise of a relaxing,
comfortable passage. The Cape Horn’s leisurely eight-knot pace promised
to offer a nice counterpoint to the catamaran ferry that took me across
Long Island Sound at 35 knots earlier in the day. As it turned out, that
promise was unfulfilled, and our cruise became a test of endurance.
From
the time I stepped aboard until the moment we pulled away from the dock,
there was nothing about the Cape Horn 65 that I didn’t like. Design,
craftsmanship, equipment, and layout were all top-notch, exceeding all
my expectations. Once underway, however, she showed some traits that frankly
surprised me. The negative aspect of the Cape Horn 65’s full-bodied
hull form (displacing about 200,000 pounds) and beefy keel structures
became apparent the moment we pulled away from the dock. Response to the
helm was noticeably slow, and until I got used to it, I tended to over-steer
at slow speeds. However, at a normal cruising speed of eight knots or
so, the yacht tracked steadily on autopilot, even in gusty winds and heavy
seas.
My second
criticism developed as we left Noank harbor and pointed the bow into a
better than 20-knot wind. With waves in Fisher’s Island Sound running
about four to six feet, we were taking heavy spray over the starboard
bow and had to run the wipers continuously. As we entered the notoriously
tumultuous area known as “The Race,” seas were eight to 10
feet, with an occasional 12-footer or higher. I expected the yacht, with
its massive displacement, to punch through; instead, she pitched like
a bucking bronco, sending white water across the foredeck, over the Portuguese
bridge, and up against the windshield.
Next page >
Cape Horn 65 continued > Page 1, 2,
3, 4, 5,
6
|