VESSELHISTORY: Vaya Con
Dios was built by the De Alm Shipyard in Holland and launched in 1992. The
Vanderhoeven trawlers were originally designed and built exclusively for service as rugged fishing trawlers capable of working the often stormy North Sea. At the request of potential pleasure craft buyers, the De Alm Shipyard modified the hull and superstructure design so the trawler could be built and sold as a seaworthy pleasure craft. Vaya Con Dios was built to this new motor-yacht standard. 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.THE CROSSING, short version: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 reduce fuel consumption, we made the voyage using one engine at a time averaging 5 knots.We completed the 4000 mile crossing from Spain to Trinidad in thirty days.
Upon arrival in Trinidad, Vaya Con Dios was laid up on the hard in the port city of Chaguaramous. When we returned the following season, 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, ending our adventure in our home port of Newport Beach.
A MOST SEAWORTHY VESSEL: The purpose of the previous story, besides bringing back fond memories of the voyage, was to provide verification to potential buyers as to the seaworthy nature of Vaya Con Dios. The purpose of the following story is to provide verification as to the seaworthy nature of Vaya Con Dios should she, through no fault of her own, be accidentally run aground. The simple fact is,ocean-going trawlers of fiberglass construction cannot match the brute strength of steel built trawlers. Hit a submerged rock or coral headin a steel trawler and the outcome will most likely be favorable, if notembarrassing to the helmsman, with the only damage being a localized deformed hull or small breach in the steel which could be easily patched. Crunch that same submerged rock with a fiberglass vessel and the outcome wouldlikely be lessfavorable, if notdisastrous.
The following excerpt is taken from the sancarlos.com cruising forum discussing the grounding of a heavily built fiberglass Nordhavn 62 along the coast of Mexico:
"Evidently this boat was trying to make the entrance to Mag Bay. They were running too close to shore and hit an uncharted, submerged rock about three miles south of the entrance. The rock tore off the starboard stabilizer and left a hole in the hull. The crew tried to beach the boat on what they thought was a sand beach but turned out to be strewn with large boulders. The deceased crewman tried to jump from the boat to the rocks to tie a line. He was caught in the surf and apparently suffered a head injury that proved fatal."
Fortunately, the rest of the hired crew survived the ordeal but the vessel was a total loss and can still be seen lying on her side at the water's edge close by a sheer cliff. If this happened to Vaya Con Dios, the stabilizer would most likely have been damaged and the hull deformed.
VESSELDESCRIPTION
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 considerably thicker than usual for this size vessel. 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 approximately 4,000 nautical miles running on one engine at a time at an average speed of 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 but needs new thruster.
STABILIZERS: Hydraulic, in need of repair.
ELECTRICAL SYSTEM: 24 volt dc and European 240 volt 50 cycle ac. If vessel kept at an American marina, it should be converted to 110 volt system. Existing panel is servicable but could be replaced with American style panel.
GEN-SET: 13 kw Diesel Sole 220 v. dc 50 cycle runs but needs repair
HEATING: Diesel furnace with radiators in each cabin. Water heater is 240 volts.
WASHER/DRYER: 240 volt electric, front loading.
AUTOPILOT: Autohelm 7000 in need of repair or replacement.
ELECTRONICS: Furuno 48 mile open array. Furuno GPS. Icom VHF radio. All work well.
LIFE-RAFT: Givens eight-man raft in fiberglass hard-shell case, certification not current.
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 Harbor Yacht Club, Newport Beach, California.
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