"PAYMENTS" correction: This vessel is not for sale by auction. As such, the $2,000 deposit is not due until buyer commits to making the purchasesubject to inspection, sea-trial, and survey. Said deposit shall be fully refundable for a period of seven days and its real purpose is to separate the serious buyers from the fender kickers.
HISTORY: Vaya Con Dios was built by the De Alm Shipyard in Holland and launched in 1992. The Vanderhoeven hull and superstructure were originally designed to serve as a North Sea fishing trawler. After many years service in the North Sea, and at the request of potential buyers, the the superstructure design was modified so the vessel could serve as a seaworthy pleasure craft . Upon completion, her German owner sailed her from Holland to the Spanish port of Almerimar on the Costa Del Sol. I purchased her from the original owner in 2001 while on a circumnavigation aboard my Peterson 46, Black Rose.
A MOST SEAWORTHY VESSEL: The purpose of the following story is to provide verification to anyone who might be interested in blue-water cruising as to the seaworthy nature of Vaya Con Dios. And for those of you familiar with the Nordhavn trawler(a name made in Holland for a well built vessel made in China), ocean-going trawlers of fiberglass construction are no match in hull strength for trawlers constructed of heavy steel plating. Smack into a coral atoll with a steel vessel and steel wins most time. Crunch that same coral head with a fiberglass vessel and the outcome is not so certain. And a side-mounted 60 hp "get home engine" will certainly get you home... someday. It's simply no match for a second 200 hp main engine.
THE CROSSING: Having two boats but not wanting to make the Atlantic crossing twice, I signed on a South African crew and the four of us towed Black Rose across the Atlantic by way of Gibraltar, Cabo Verde and the Canary Islands. Having two engines but wanting to use only one at a time, we averaging 5.5 knots swapping engines every couple of days. We completed the 4000 mile crossing from Spain to Trinidad in thirty days.
THE IMPERFECT STORM: We departed Almerimar late in the sailing season and as a consequence most of the voyage took place in moderate weather. After four days at sea, heavy weather set in with a starboard quartering sea. Around midnight of day six we were in 12 to 15 foot cresting seas. Suddenly the towline parted and Black Rose was soon lost from sight. Due to the sea-state and heavy rain, we couldn't locate her with the radar. It was then that the difficulty of our situation became apparent. On the one hand, we needed to stay close to Black Rose but our biggest concern was that we might run her down and possibly sink her in the night. On the other hand, if we strayed too far from her, we might never find her even with the radar since she made a poor radar target. For the following six hours we powered into the cresting seas for ten minutes then reversed course for an equal amount of time. The real danger arose each time we turned broadside to the steep cresting seas as we came about. At daylight, the storm abated and the seas calmed enough to allow us to spot Black Rose, just a tiny speck on the horizon. Recovery, though difficult, was accomplished without incident. Moral of story: Don't tow your life-raft across an ocean, no matter the size.
ALL WAS NOT LOST: Upon arrival in Trinidad, Vaya Con Dios was laid up in the port city of Chaguaramous until the following season. Upon our return, we spent several months island hopping through the Caribbean and after transiting the Panama Canal, we continued our cruise up the west coast of Central America and Mexico.
DESCRIPTION
VESSEL DRAFT: 6' 1"
DISPLACEMENT: 47 tons.
CONSTRUCTION: The hull is double-chined and double welded with the inside weld left unground for additional strength. The hull and superstructure are built with Lloyds grade A approved steel. The hull has a full-length keel with twin side-keels protecting the propeller shafts. Each propeller is surrounded by a protective ring of steel to minimize possible damage caused by such flotsam as fishing nets and lines. All railings, bollards, anchor-chain tubes, upper-deck ladder and water tank are constructed of high-grade 316 stainless steel.
ENGINES: The commercial diesel engines were made in Holland with approximately 2200 hours on them since a major overhaul. They are massive in size and designed to run for thousands of additional hours. They start easily and run strong. I spend most weekends on the vessel and while she's been my "condo on the water" for the last twelve years, I run the engines weekly.
TANKAGE: Fuel- The main fuel-tank is located in the midships bilge and holds 1585 gallons. The secondary fuel-tank, holding 530 gallons, is located in the engine-room bilge.The two gravity feed fuel-tanks are located on the forward engine room bulkhead and hold 100 gallons. Total fuel-tank capacity is 2215 gallons. Holding tanks- One forward tank and one aft tank, each holding 40 gallons.
RANGE: This vessel's maximum range is 4430 nautical miles running on one engine at a time at an average speed of 5.5 knots. Running at 8 or 9 knots with both engines will have a significant reduction in range.
FUEL CONSUMPTION: The fuel consumption was slightly over 2 nautical mile/ U.S. gallon.
STEERING SYSTEM: Hydraulic
ANCHOR WINDLASS: LoFranz
GROUND TACKLE: There are two ship's anchors as seen in photos along with 300' of 7/16 galvanized chain.
BOW-THRUSTER TUBE: and wiring installed.
STABILIZERS: Hydraulic, in need of repair.
ELECTRICAL SYSTEM: 24 volt dc and European 240 volt 50 cycle ac.
GEN-SET: 13 kw Diesel Sole 220 v. dc 50 cycle.
HEATING: Diesel furnace with radiators in each cabin. Water heater is 240 volts.
WASHER/DRYER: 240 volt electric, front loading.
AUTOPILOT: Autohelm 7000 not working.
ELECTRONICS: Furuno 48 mile open array. Furuno GPS. Icom VHF radio.
LIFE-RAFT: Givens eight-man raft in fiberglass hard-shell case.
DINGY: Avon Redcrest inflatable with wood floor.
RECENT ENGINE MAINTENANCE: New transmission oil coolers and two new Johnson raw-water pumps purchased but not yet installed. There are many spare parts including an alternator, new engine belts, oil filters and fuel filters. Also there are numerous hand tools.
INTERIOR LAYOUT: On the lower-deck, the captain's cabin and head are aft. Next is the large engine room. Forward of that are the port and starboard staterooms, then the port and starboard heads, followed by the fourth stateroom at the bow.
On the upper-deck forward is the wheelhouse. Aft of that is the port-side galley followed by the main salon and aft-deck.
VESSEL LOCATION: Vaya Con Dios is located on a mooring at the Newport arbor Yacht Club, Newport Beach, California.
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