Vanderhoeven 1900T

VESSEL DRAFT: 6' 1"DISPLACEMENT: 47 tons.

VALUATION: Replacement value: $1,800,000. CurrentOrange County Tax Assessors valuation: $300,000.HISTORY: Vaya Con Dios was built by the De Alm Shipyard in Holland and launched in 1992. 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 2001whileon a circumnavigation aboard my Peterson 46, Black Rose. 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 ofGibraltarand the Canary Islands. Averaging 5.5 knots, we made the 4000 mile crossing in 30 days. Most of the voyage took place in moderate weather but during the fourth night of strong winds and large crestingseas, the tow line parted and we were not able to locate and recover Black Rose until the wind and seas abated the following day. As the saying goes, "all is well that ends well" and unlike the movie, All Was not Lost. In any case, Vaya Con Dios proved herself a safe and capable vessel in both fair weather and foul.Upon arrival in Trinidad, Vaya Con Dios was layed up in the port city of Chaguaramous until the following season. Upon our return, we spent several months island hopping through the Caribbean andaftertransiting the Panama Canal, we continued our cruise up the west coast of Central America and Mexico.

INTERIOR LAYOUT: The captain's cabin and head are aft. Next is the large engine room. Forward of that are the port and starboard staterooms, then port and starboard heads with a fourth stateroom at the bow.

UPPER DECK has a secondary helm station.

CONSTRUCTION: The hull is double-chined and double welded with the inside weld left un-ground 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 shafts. Eachpropelleris surrounded by a protective ring of steel to minimize possible damage caused by flotsam. All railings, bollards, anchor chain tubes, upper deck ladder and water tank are constructed of 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 weekends on the vessel and while she's been my "condo on the water" for twelve years, I run the engines weekly. This model engine is no longer being made although parts are available and can be ordered from Europe. TANKAGE: The main fuel tank is located midships in the bilge and holds 1585 gallons. The main holding tank, located in the engine room bilge, below and between the engines, has a capacity of 530 gallons and has only been used as an auxiliary fuel tank. The two gravity feed day-tanks are located on the forward engine bulkhead and hold 100 gallons. The total fuel capacity, including the holding tank is 2215 gallons. The aft holding tank has a capacity of 30 gallons and the forward holding tank has a capacity of 40 gallons.

RANGE: This vessel's maximum range is 4430 nautical miles running on one engine at a time at a speed of 5.5 knots. Obviously, there will be a geometric drop in maximum range at higher speeds running with both engines.

FUEL CONSUMPTION: The fuel consumption was slightly over 2 nautical miles/U.S. gallon towing a 46' sailboat across the Atlantic with a 1/2 knot following current at speed of 5.5 knots.STEERING SYSTEM: HydraulicANCHOR WINDLESS: LoFranzGROUND TACKLE: There are two ships anchors as seen in photos along with 300' of 7/16" galvanized chain.BOW-THRUSTER: The original bow-thruster has been removed from the vessel and the bow thruster tube has been sealed. I didn't replace it because the vessel is easily maneuvered with the twin engines. Last time I checked, a new thruster would cost about $5,000 to $7,000.STABILIZERS: Made by Sea-Roc and worked well for the Atlantic crossing and voyage home. They have not been operated since the arriving in Newport Beach and the copper hydraulic lines need replacing. For anyone contemplating blue-water voyaging, I would recommend installing paravanes as used on some Nordhaven long-range trawlers.ELECTRICAL SYSTEM is European 24v. dc and 240v. ac. If the vessel is to be connected to shore power at an American dock, a secondary 120v ac system should be installed. (I may decide to have this installed and adjust the selling price to reflect that improvement.GENERATOR is 240v 50 cycle made by Diesel Sole of Italy. It needs a new exhaust elbow. It ran fine until failure of the exhaust elbow but it has not been run for some time. HEATING: Diesel furnace with a radiator in main salon, pilot house, each stateroom and head.HOT WATER HEATER: Diesel fired and separate 240v. hot water heater.WASHER AND DRYER: Front loading electric, 240v.AUTO PILOT: This is an Autohelm 7000 and is in need of repair or replacement.ELECTRONICS: The original radar has been upgraded to an open-array Furuno with 48 mile range. It is about 7 to 10 years old and works well. The GPS is an older unit made by Furuno. The VHF radio is made by Icom and is several years old.LIFE RAFT: Givens 8 man life raft in fiberglass hard-shell case.DINGY: Avon Redcrest inflatable with wood floor.SPARE PARTS: There are many spare parts including an alternator, fuel filters, oil filters, engine belts, and large assortment of screws, nuts and bolts.TOOLS: Assorted hand tools including end-wrenches for engine maintenance.VESSEL LOCATION: Vaya Con Dios is located on a mooring at the Newport Harbor Yacht Club, Newport Beach, CA. The monthly mooring fee is $753. The mooring is available for vessels owned outright or in partnership by club members. The mooring includes use of club shore-boat, work dock, and restroom with showers. This mooring and use of work dock can be made available for buyer for a limited time.

VESSEL DRAFT: 6' 1"DISPLACEMENT: 47 tons.VALUATION: Replacement value: $1,800,000. CurrentOrange County Tax Assessors valuation: $300,000.I purchased her from the original owner in 2001whileon a circumnavigation aboard my Peterson 46, Black Rose. 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 ofGibraltarand the Canary Islands. Averaging 5.5 knots, we made the 4000 mile crossing in 30 days. Most of the voyage took place in moderate weather but during the fourth night of strong winds and large crestingseas, the tow line parted and we were not able to locate and recover Black Rose until the wind and seas abated the following day. As the saying goes, "all is well that ends well" and unlike the movie, All Was not Lost. In any case, Vaya Con Dios proved herself a safe and capable vessel in both fair weather and foul.Upon arrival in Trinidad, Vaya Con Dios was layed up in the port city of Chaguaramous until the following season. Upon our return, we spent several months island hopping through the Caribbean andaftertransiting the Panama Canal, we continued our cruise up the west coast of Central America and Mexico.INTERIOR LAYOUT: The captain's cabin and head are aft. Next is the large engine room. Forward of that are the port and starboard staterooms, then port and starboard heads with a fourth stateroom at the bow.UPPER DECK has a secondary helm station.CONSTRUCTION: The hull is double-chined and double welded with the inside weld left un-ground 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 shafts. Eachpropelleris surrounded by a protective ring of steel to minimize possible damage caused by flotsam. All railings, bollards, anchor chain tubes, upper deck ladder and water tank are constructed of 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 weekends on the vessel and while she's been my "condo on the water" for twelve years, I run the engines weekly. This model engine is no longer being made although parts are available and can be ordered from Europe. TANKAGE: The main fuel tank is located midships in the bilge and holds 1585 gallons. The main holding tank, located in the engine room bilge, below and between the engines, has a capacity of 530 gallons and has only been used as an auxiliary fuel tank. The two gravity feed day-tanks are located on the forward engine bulkhead and hold 100 gallons. The total fuel capacity, including the holding tank is 2215 gallons. The aft holding tank has a capacity of 30 gallons and the forward holding tank has a capacity of 40 gallons.RANGE: This vessel's maximum range is 4430 nautical miles running on one engine at a time at a speed of 5.5 knots. Obviously, there will be a geometric drop in maximum range at higher speeds running with both engines. FUEL CONSUMPTION: The fuel consumption was slightly over 2 nautical miles/U.S. gallon towing a 46' sailboat across the Atlantic with a 1/2 knot following current at speed of 5.5 knots.STEERING SYSTEM: HydraulicANCHOR WINDLESS: LoFranzGROUND TACKLE: There are two ships anchors as seen in photos along with 300' of 7/16" galvanized chain.BOW-THRUSTER: The original bow-thruster has been removed from the vessel and the bow thruster tube has been sealed. I didn't replace it because the vessel is easily maneuvered with the twin engines. Last time I checked, a new thruster would cost about $5,000 to $7,000.STABILIZERS: Made by Sea-Roc and worked well for the Atlantic crossing and voyage home. They have not been operated since the arriving in Newport Beach and the copper hydraulic lines need replacing. For anyone contemplating blue-water voyaging, I would recommend installing paravanes as used on some Nordhaven long-range trawlers.ELECTRICAL SYSTEM is European 24v. dc and 240v. ac. If the vessel is to be connected to shore power at an American dock, a secondary 120v ac system should be installed. (I may decide to have this installed and adjust the selling price to reflect that improvement.GENERATOR is 240v 50 cycle made by Diesel Sole of Italy. It needs a new exhaust elbow. It ran fine until failure of the exhaust elbow but it has not been run for some time. HEATING: Diesel furnace with a radiator in main salon, pilot house, each stateroom and head.HOT WATER HEATER: Diesel fired and separate 240v. hot water heater.WASHER AND DRYER: Front loading electric, 240v.AUTO PILOT: This is an Autohelm 7000 and is in need of repair or replacement.ELECTRONICS: The original radar has been upgraded to an open-array Furuno with 48 mile range. It is about 7 to 10 years old and works well. The GPS is an older unit made by Furuno. The VHF radio is made by Icom and is several years old.LIFE RAFT: Givens 8 man life raft in fiberglass hard-shell case.DINGY: Avon Redcrest inflatable with wood floor.SPARE PARTS: There are many spare parts including an alternator, fuel filters, oil filters, engine belts, and large assortment of screws, nuts and bolts.TOOLS: Assorted hand tools including end-wrenches for engine maintenance.VESSEL LOCATION: Vaya Con Dios is located on a mooring at the Newport Harbor Yacht Club, Newport Beach, CA. The monthly mooring fee is $753. The mooring is available for vessels owned outright or in partnership by club members. The mooring includes use of club shore-boat, work dock, and restroom with showers. This mooring and use of work dock can be made available for buyer for a limited time.