Vanderhoeven 1900T

STEEL CONSTRUCTION- The following excerpts were taken from an article written by the renowned naval architect, Ted Brewer entitled Is There A Metal Boat In Your Future? Article taken from Good Old Boat magazine: Volume 2, Number

4, July/August 1999."Each

material used in the construction of a vessel has its advantages. The racing skipper will most likely choose aluminum

construction for its combination of lightness and strength or fiberglass for its lower cost and one-class design possibilities. The

cruiser, on the other hand, may prefer steel for its greater strength and lower

initial cost.Steel's

strength advantage compared to aluminum seems obvious. Steel

also has the advantage of being 60 percent harder than aluminum, so it is much

more resistant to abrasion in a grounding on rock or rubbing up against a

concrete bulkhead. And, it is more malleable, so it will stretch farther in a

collision or a hard grounding on granite before rupturing. Aluminum,

in turn, is more resistant to abrasion than either fiberglass or wood and will

stretch a great deal more in a collision." "Furthermore, both steel and aluminum yachts are essentially

one-piece structures without the annoyance of leaking hull/deck joints, leaking

chain-plates or other weak points. Even cleats and other hardware can be welded

to the deck, or machine-screw fastened to pads welded in place, to avoid bolt

holes through an otherwise watertight structure."

"Built-in tanks work well in both materials and increase the tankage capacity substantially. An unusual advantage of metal boats is that the built-in tanks are easy to repair. You simply cut a hole in the hull, repair the tank from the inside, and weld the hull back up again. It beats trying to wrestle a 50-gallon tank out of a 40-gallon opening so you can get at it to fix a bad leak."

"Emergency

repairs on either material are fairly straightforward. Not as simple as

repairing a wooden boat, perhaps, but certainly as easy as fiberglass. A repair

patch can be quickly welded onto a steel hull and almost any out-of the-way

port will have the necessary equipment to do it."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 stored on land 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.

VESSELDESCRIPTION

VESSEL LENGTH: 62' length over all including swim step.

60' length on deck.

BEAM: 16'

DRAFT: 6' 1"

DISPLACEMENT: 47 tons.

CONSTRUCTION: The hull is double welded with the inside weld left un-ground for additional strength. The hull and superstructure are built with Lloyd's 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 2400 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 220 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: 220 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.

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.

PREVIOUSLY ANSWERED QUESTION:

Dear searogue,I'm interested in the boat.can it be brought to Cleveland Ohio...lake Erie.and how big is it.total hp.more pic S of kitchen ect.I m 54 and retired and want to live aboard year road steel hull I can do it.if I got it from you I would have to figure out how to get it here.I would have the thrusters and stabilizers repaired there what s wrong with them.also do u no the cost to covert it to 110volts thank u for your time my name is Tony

Tony, be sure to go back and carefully read my description. Some of your questions are answered there. Vaya Con Dios is too large to move overland. Sailing her to Lake Erie by way of the Panama Canal could cost $10,000 to $15,000. If you'd like some real adventure and a great story for your grandkids, wait until the right season and sail her through the Northwest Passage.

The stabilizers worked fine coming to Newport Beach but they haven't been used since then and I think the hydraulic lines may need replacing though they aren't leaking... just some corrosion. Cost? Not sure but maybe $1,000. New bow-thruster, depending on size- $5,000 to $8,000. Conversion to 110v 60 cycle depends on how fancy you want to go... my guess- $2,000 to $5,000. Just a thought- if you're new to boat ownership,especiallylarge vessel ownership, you'd probably be better off by buying a smaller vessel on the east coast. Thanks for your interest,