Last Dance Introduction

Last Dance has new Owners and is continuing her journeys making memories.

Last Dance is a 1976 DeFever Passagemaker 40, built in California.  Arthur DeFever was the first naval architect to design powerboats capable of offshore, blue water cruising.  His designs were based on his successful Tuna fishing trawlers that fished the Pacific waters.  Members of his San Diego yacht club encouraged him to design boats capable of taking them along the Pacific coast to Mexico and Alaska.  They proved to be most successful and his designs were often copied and other naval architects began to develop boats with blue water capabilities.

Last Dance has been owned by her current crew for 20 years.  She has completed many trips to the Bahamas, the Great Loop, two cruises to the Maine coast, and spent 6 summers in the Canadian waters of the northern Great Lakes.  She is a capable vessel and one whose beauty and salty lines inspire many admiring comments of those walking the docks where she is moored.

She is currently underway, launched in Brewerton, NY, beginning a journey south on June 1st.  Her plans for the summer are to travel south along the U.S. east coast, returning to her home port in St. Augustine, Florida.  Current position will be updated in the box on the right-hand column. She can be seen anywhere along that route and is available for sale at any time.  Until the next crew finds her and takes her on new journeys, the current crew will continue to enjoy beautiful waters from her decks and flybridge.

The above image is of Last Dance at anchor in the bay off Shell Island, near Panama City, Florida.

Construction

Image:  Last Dance at anchor, Fox Island in the North Channel, Lake Huron, Ontario, Canada, 2018.

Arthur DeFever designed many boats, but never was a constructor.  He worked with marine construction companies to build his designs.  The first two DeFever 40 Passagemakers were built in Taiwan, but Arthur was not satisfied with the quality.  A new yard to build the boats had to be found.  The fuel crisis of the 1970's made fuel-efficient trawlers big sellers, drawing many boat manufacturers to add trawlers to their line.  A U.S. builder wanting to expand their offerings picked up the Passagemaker design, building both the Passagemaker 34 and Passagemaker 40.

Last Dance was built at Jensen Marine Corporation in Costa Mesa, California.  Jensen was building high quality and high-performance sailboats under the brand name Cal.  They built 18,000 Cal sailboats.

Fiberglass was not used in the construction of larger boats until the early 1970's.  Grand Banks, a popular brand of trawler-type boats, moved from wood construction to fiberglass in 1974.  (An aside:  The Grand Banks Alaskan was a DeFever design.)  Jensen Marine had years of experience with fiberglass in building the Cal sailboats.  Designers and builders did not fully understand the strength of fiberglass, so the early fiberglass boats were built with hulls as thick as the previously built wooden boats.

Last Dance's hull is over an inch thick, solid fiberglass.  Contemporary boat design favors performance over strength with boat hulls constructed of a sandwich - two thin layers of fiberglass separated by a light-weight medium such as balsa wood or foam.  A grounding can fracture a sandwich hull or hitting a rock can hole the hull, either resulting in catastrophic failure and sinking.

A Special DeFever

Image:  Last Dance at the dock on Heart Island, Boldt Castle, 1000 Islands, New York.

The construction of Last Dance received special attention as she was built to be the Jensen show boat for the 1976 Miami Boat Show.  A number of upgrades in design and construction features were made during the construction.  One example:  On the flybridge, the instruments were moved from the front of the flybridge dash to the top, where they are much easier to see.  The instrument panel is embossed with the Passagemaker logo.  The original holes for mounting, in the panel behind the wheel, can be seen ghosting through the fiberglass repair.

DeFever's great design combined with the attention to detail for the boat to be shown representing the best produced by Jensen Marine combined to produce a very special boat.

Image:  Last Dance and Short Vacation float together in Georgian Bay, near Henry's Fish Restaurant, 2018.

Last Dance was purchased in 1987 by Bob and Barbara Dein.  They named her Scenic Pathway, cruising her to the Bamahas for 2 to 3 months every year.  In 1995, they began a mission to bring owners of Arthur DeFever designed boats together for support and enjoyment of their vessels.  DeFever Cruisers was born of their efforts and continues today.  In 1999, they sold their DF 40 Passagemaker and purchased a new boat, a DeFever of course.  Their new DeFever 44 was named Gondola, which went well with their home port of Venice, Florida.  Scenic Pathway became Last Dance and when Gondola was sold in 2016 she became Short Vacation, owned by the Shorts.  The Dein boats rejoined as both were on multiple-year journeys of the Great Loop in the summer of 2018.

Mechanical

Image:  Last Dance anchored in Waterfall Cove, Tennessee River.

Last Dance is powered by a pair of 135 hp Perkins diesels.  They were installed in 1995, replacing the original 1976 130 hp Perkins.  The port engine carries a 100 amp externally regulated alternator charging the house bank of batteries.  A Balmar regulator provides proper 3-stage charging.  A spare externally regulated alternator is aboard in the spares collection.

The starboard Perkins carries a 60 amp internally regulated alternator charging the starting battery bank.  A spare is aboard.  It also carries the hydraulic pump that powers the stabilizers.  There are about 4500 hours on the main engines.

Custom made stainless steel exhaust elbows/mixers were fabricated for Last Dance.

The original cast iron elbows suffer from rust caused by hot salt water running over the cast iron.  The rust can clog the water passages eventually causing the engines to overheat.  Eventually, the walls of the cast iron elbows will rust through.  The stainless steel elbows do not suffer these maladies.

And, the stainless steel elbows just look better.  The new elbows are just one example of quality parts being used to maintain and improve the function and reliability of the vessel.

An 8 kw Westerbeke generator provides the 120v electrical power when at anchor.  Westerbeke is a well-known generator in the marine environment, with many boat yards having parts in stock and mechanics practiced on that unit.  The generator has just over 1000 hours of run time.

                                                                                                                                                                                                     
Borg Warner Transmissions have been recently rebuilt, the starboard in 2016 and the port in 2019, by Transmission Marine in Ft. Lauderdale, the premier rebuilder of Borg Warners.

Heating and air conditioning are provided by two 16,000 btu Crusair split systems, with the compressors located in the engine room and air handlers in each of the berths.  Having the compressors in the engine room reduces the noise level in the living areas of the boat.

Naiad Stabilizers

On both sides of Last Dance's hull, a fin protrudes below.  The sun just catches it in the image above.  This appendage is important to the performance of the boat.

Powerboats traveling at displacement speeds tend to roll in a beam sea, creating a sensation that makes some uncomfortable.  Large cruise ships have the same roll action, but they stabilize the boat with roll stabilizing fins.  Last Dance is equipped with the same type of system found on large yachts and cruise ships.

The system is controlled by a gyroscope, sensing any movement side-to-side and correcting the movement by moving the two fins under the boat.  The movement of the fins is powered by hydraulic fluid pressurized by a pump on the starboard engine.  The system is one designed and manufactured by Naiad Marine, the major manufacturer of such systems.

Stabilized Marine, in Ft. Lauderdale, Florida, installed the Naiad system in Last Dance and has performed maintenance on the stabilizers.  Their business is focused on only stabilizers and they are seen by many as THE experts.  Many a DeFever has had Stabilized Marine engineer and install the Naiad systems on their boats.  Check out their website below.

Stabilized Marine

Since we are under the boat, a couple of additional pictures should illustrate the design of the DeFever 40.  She has a full-displacement hull which provides efficiency and a sea kindly behavior.  The full keel provides inherent stability and protects the props.  Boats with the props as the lowest part of the boat can often be seen in boatyards getting needed repair to bent props and shafts.

The props on Last Dance were custom designed and constructed by a company which makes propellers for recreational boats through large commercial boats, such as tugs, shrimp boats, and cruise ships.  The new shafts and props were made in 2010.

Galley and Salon

The Passagemaker 40 incorporates a "Galley-Up" design with the galley located on the main, salon level.  This provides for a larger and more open galley with wonderful views out the large windows.  The construction of the cabinetry is solid teak with 18 drawers and 7 cabinets, more storage than found on much larger boats.  There is also a large cabinet under the refrigerator, located just to the right in this image.  The fridge is an 8.0 cu ft Tundra with ample freezer room to provision for a long trip to the Bahamas.  The range is a Princess with 3 electric burners on top and a good sized oven below.

One of the cabinets was designed to hold liquor bottles, a common feature at the time.  This cabinet has been updated with a custom, slide-out pantry which holds more groceries than can be imagined.  This image was taken before the floor on the main level was converted to holly and teak.

The galley-up arrangement allows the galley work area to expand into the salon and the salon area to expand into the galley.  Expandable space.  The settee has storage below.  The table opens to double in size, slides toward and away from the settee, and is adjustable in height.

V-Berth

The forward v-berth has two 78-inch long bunks with storage drawers and cabinets underneath.  A unique feature was designed over the bunks.  Most v-berth layouts have the interior walls following the flare of the hull, giving a much wider, but useless space above.  Last Dance has verticle walls with storage cubbies, providing a great amount of storage.

Note the heavy duty stainless steel port light.  The v-berth and aft cabin both have stainless steel ports, replaced in 1995, for ventilation.

The forward berth has its own head with a large storage cabinet and a freshwater Raritan Marine Elegance toilet  - simple, powerful, attractive, and low water use.

Aft Cabin

The aft cabin has a full-size double berth with a quality home-style mattress.  There are 4 drawers under the bed, a 7 drawer dresser, and a 6-foot long hanging locker with 2 drawers underneath.  An additional full-height locker is located at the foot of the bed.

The aft head has a mirrored wall behind the sink (giving the sensation of multiple sinks in this image) and a separate tub/shower combination with a folding glass door.

The aft head is an electric fresh or salt water Raritan Elegance Marine toilet with a computerized panel providing 4 types of flush cycles.  The seawater option provides a savings of fresh water aboard and the needed salt water when operating the Lectrasan system.  The Elegance toilets are very powerful, attractive, and low water use systems.

Flybridge

Image:  Heading north on the Oswego Canal

Last Dance has a large flybridge providing 360* views for enjoying the scenery and making for the safest location to pilot the boat.  The high and forward location allows better viewing of the depths and for locating deadheads.  The crew has always operated Last Dance from the flybridge.  The Naiad stabilizers allow for flybridge operation even in the roughest seas.

Twin helm chairs have been installed to give both crew members comfortable seating, good views, and closeness for communication.  The upholstery has been updated with a Sunbrella fabric.

There are two storage lockers on port and starboard that also can be used as berths.  The aft section is over 6 feet long with a seat on the forward end.  The starboard locker currently does not serve as a berth as it is holding 2 kayaks, 2 bicycles, extra fenders, extra life jackets, a garbage can, and a recycle container.  All to the right of this photo.  There is a lot of storage on Last Dance.  Having the bicycles inside the enclosure makes for a much longer life.

The chartplotter is a 12" Garmin, interfaced with the Standard Horizon to provide the chartplotter with AIS targets and the radio with location, direction, and speed information.  An Airmar transducer provides very accurate depth soundings to the chartplotter.  An 18" Garmin HD radar dome and a WX weather antenna are interfaced with the chartplotter, which is mounted on a swivel platform.

The Standard Horizon VHF also functions as a fog horn and loud hailer.

A Robertson autopilot provides hands-free piloting across long stretches of water and displays rudder position for easier docking.

Dinghy

Image:  Dinghy ashore at South Benjamin Islands, North Channel, Canada

When at anchor, transportation is required from the main boat to desired locations.  Stored on the aft deck, hoisted and retrieved by the boom and mast. an 8.5' Achilles high-pressure floor inflatable dinghy serves those transportation needs.  It is powered by a 4 hp, 4-stroke Yahama, capable of planning with one person and moving 4 people at displacement speed.

It also serves as a fishing boat.

Age? 1976? 1995? Later?

Image:  Last Dance at anchor in Old Dave's Harbor, Lake Superior

If you were considering buying a car built in 2011, all of it except for tires, and maybe brakes, would be original to the time it was built.  The differences between two 2011 cars would be mostly the amount of miles that had been driven.

Boats are different, older boats even more so.  Much of the equipment on larger boats is installed after the boat reaches the dealer, a process called "commissioning."  Then, over the years, some systems are replaced, are new, not just rebuilt.  As more and more of a boat becomes new systems, how can you judge its age?  It becomes a more complex process.

Last Dance has had some systems replaced with new equipment, most during two major upgrades.

1995

New:

135 hp Perkins diesel engines

8 Kw Westerbeke generator

Fuel tanks, aluminum. two at 225 gallons each, replacing original mild steel tanks

Naiad Stabilizers

Windows and port lights

2010

New:

Shafts and props

Chartplotter, radar, depth sounder transducer

Sanitation system: toilets, hoses, valves, black water tank

Holly and teak floor in salon

1976

Then there are some who argue that old is better than new.  Hulls built in the '70s were solid fiberglass, laid in many layers to a thickness much greater than engineers now require.  Many newer boats have a sandwich construction hull with two thin layers of fiberglass separated by a layer of foam or balsa wood.   

So, what is the effective age of Last Dance?  

Systems

Electronics

The navigation system on the bridge is driven by a Garmin multifunction display chartplotter.  It is a 12-inch display, giving room for multiple screens and making the images large enough to easily read at a glance.  We usually operate the chartplotter with two screens, one of the chart zoomed out and one of the chart zoomed in, providing detail on the immediate area and a view of the larger area ahead.  The display can be set to have one large screen, two screens, and 4 screens, displaying multiple sources of data.

The chartplotter is mounted on a teak swivel table, providing storage for all the stuff you need navigating and allowing the screen to be positioned more toward the captain, the navigator, or so both can read the screen.

It is interfaced with many inputs to provide a wide range of data.  There are three devices mounted on the mast to gather information:  a Garmin GPS antenna to give accurate position and speed; a Sirius XM weather antenna for weather maps; and an 18" Garmin HD radar dome.  The radar can be displayed as a separate screen or overlaid on top of the chart.

An AirMar intelligent transducer is mounted in the hull, providing very accurate depth information.  The reading can be adjusted for accuracy and the desired reading.  It is now set so that it reads 0.0 when the keel is touching bottom.

Charts for all of the US are in memory of the chartplotter.  A chip with all of the charts for Canada is mounted in the slot.

The chartplotter is interfaced with the Standard Horizon Matrix AIS VHF radio.  The radio also functions as an AIS receiver, sending information to the Garmin so that AIS targets can be displayed on the chart.  The Garmin provides GPS information to the radio so that the MMIS system can broadcast an accurate position in case of an emergency.  Both the radio and chartplotter can display information in units of the operators choice.  Currently, the chartplotter is displaying mph and magnetic direction.  The radio is set to display knots and true direction.  The radio is also a multifunction device.  In addition to being a VHF radio, MMIS emergency beacon, and an AIS receiver, it functions as a loud hailer and a foghorn, with settings for underway and at anchor.  It can be set to monitor multiple channels at the same time.

A demonstration of the AIS receiver in the VHF radio sending information to the Garmin chartplotter.  This image was captured as Last Dance traveled south on the Hudson River passing NYC's Manhattan.  Every one of the red triangles represents a boat within 2 miles of Last Dance's position.

A Robertson autopilot guides the boat in a straight line when on long passages.  It reduces pilot fatigue and saves fuel as it drives a more accurate, straight course than a curvy course being hand-steered by the pilot.

The autopilot as serves as the display for the rudder location - the display window on the right shows the direction and degrees of rudder angle.










Fuel System

Last Dance has two 225 gallon aluminum fuel tanks.  She was originally equipped with cast iron tanks, the standard at the time.  In the early 90's, the cast iron tanks were removed and replaced with duplicates constructed in aluminum.

The fuel management system (at right) at first looks like a bundle of snakes.  As soon as one understands its function, it all makes sense.  The rectangular device top center is an electric fuel pump.  It can be used to transfer fuel from one tank to another or can be used to provide fuel at pressure when bleeding the fuel system after replacing an on-engine fuel filter.  Three Racor fuel filters are plumbed into the system: one for the port engine, one for the starboard engine, and one for the generator.  Each Racor is equipped with a vacuum gauge with a tale-tail needle to indicate when the filter needs to be changed.  Each engine and the generator are equipped with their own filters on the engines providing double protection.  Many spares for each of the filters are aboard.

The valves will allow either engine to be feed from either tank.  The diesel fuel aboard has been turned over many times in Last Dance's recent travels, so the tanks have fresh fuel without a buildup of algae and asphaltites that can develop in a boat that is rarely used.

Over the 20,000 miles Last Dance has traveled since beginning the Great Loop in 2011, she has averaged 2.44 gallons/hour and 2.77 miles per gallon.


Electrical Systems

Shore Power - Last Dance has two 30A inlets on her starboard foward cabin.  She is equipped with two 50' long 30A cords, a twin 30A to one 50A connector, a twin 30A to a single 30A connector, two 15A to 30A connectors, and a 30A to 15A connector.  This allows for connection to shore power at any marina, no matter their electrical connections, including:

One 50A
One 30A
Two 30A
Two 15A
One 15A
One 30A 100 feet from the boat

In our cruising, we have powered Last Dance in all of the above cases.  To illustrate, a link to the West Marine catalog for a twin 30 A to one 50A connector is below.

https://www.westmarine.com/buy/marinco--eel-y-adapter-50a-125-250v-male-to-2-30a-125v-females--12998423?recordNum=4

Electricity comes into the boat through two galvanic isolators, which reduces the stray electrical charges that can erode underwater metals, such as thru-hulls, rudders, shafts, and props.  Each power supply is equipped with a galvanic isolator.  To read more about isolators, click on the link below:

https://www.westmarine.com/buy/promariner--prosafe-fs30-30-amp-galvanic-isolator--9368630?recordNum=2

From the isolators, power is fed through a Magnum 2800 pure sine wave inverter/charger.  The charger function is the best 3 stage charger system available for quick battery charging and longer battery life, with up to 120A charging possible.  It is equipped with a temperature sensor which keeps the charger from overheating the batteries during the charge cycle.  A description of the Magnum can be seen in the below link.  There is also a 30A charger mounted as a back-up system.

https://www.westmarine.com/buy/magnum-energy--ms-series-pure-sine-wave-inverter-chargers--P009_271_002_511?pCode=8632879

The Magnum is equipped with a battery monitor and remote programming device, Magnum calls an me-rc.  Description below:

https://www.westmarine.com/buy/magnum-energy--me-rc-remote-control--8632911

On Last Dance, the remote control and programmer for the Magnum is mounted on the lower helm in a custom teak mount, matching the helm.  In this photo, the Magnum is on shore power, charging in the absorb mode.








Alternator Power - Battery charging underway is handled by two alternators, one mounted on each main engine.  The starboard engine has an automotive type, internally regulated Delco alternator which charges the engine start batteries.  The port engine has an externally regulated, 100A custom built Delco alternator which charges the house batteries.  The external voltage regulator is a Balmar, equipped with a temperature sensor so that it does not overheat the batteries during the charge cycle.

https://www.westmarine.com/buy/balmar--ars-5-12-volt-regulator--7807969?recordNum=14

There are two spare alternators aboard, one of each type for each engine.

Batteries -  Two series 27 batteries are wired in parallel to serve as start batteries for the main engines.  They produce over 200 CCA to easily spin the engines to start quickly.  This battery bank also serves as the start battery for the generator and the generator alternator charges this bank.  The Lofrans windlass is powered by this bank.

Four series 31 batteries are wired in parallel to serve as the house bank.  This bank is wired through a fuse directly to the inverter/charger and through a selector switch to the breaker distribution panel.  New connector cables were custom made for all the batteries in 2018.

The boat was originally equipped with three 8D batteries, with proved to be too heavy to be changed by the crew.  A new battery box was constructed out of Starboard to securely hold the smaller, but more powerful, groups of series 27 and 31 batteries.

Power Distribution

During one of Last Dance's refits, a new breaker panel was constructed.  (apologies for the quality of this image)  The DC controls are on the left side of the panel with a voltmeter, ammeter, main breaker, and breakers for each circuit.  The AC power controls are on the right, with a voltmeter, ammeter, and two AC main breakers, one for each 30A feed.  It sits behind a darkened plexiglass door for protection from accidental strikes while still allowing it to be viewed without opening the door.

The DC side power source is controlled by a selector switch so that it can be powered by the house bank, starter bank or both.

There is a wiring, control, and distribution panel in the engine room.  It, too, looks like a bundle of snakes until you study it, then it all makes sense.  The rectangular box at the top is the Balmar external regulator controlling the alternator on the port engine charging the house bank.  It has a display panel on its face, reading its model number in this shot - A5.  The display changes from voltage, temperature, type of battery, charge state.  It is programmable for type of battery, power of alternator, and belt load.

The rectangular box just below and to the left is the Magnum computer for the remote control.  The connector to the right with all the black ground wires is the shunt, which provides information to the Magnum computer about how many amp hours of battery have been expended or charged.

Below that is the fuse for the power feed to the inverter, under a protective clear plastic cover.  The gray electrical box houses the breakers for the aft and forward head systems.

The two round switches control the power source for the engine starters - starting bank, house bank, both, or off.  One for the port engine, one for the starboard.


Sanitation System

The entire sanitary system was replaced in 2010 - every hose, clamp, toilet, holding tank, valve, pump.  The only exceptions are the original deck pumpout fitting and the Lectrasan, which was sent to the factory for a complete rebuild.  The system was designed according to the principals described by Peggie Hall in her book, Get Rid of Boat Odors: A Complete Guide to Marine Sanitation Systems.

The system consists of a forward head, plumbed directly to the holding tank, a rear head plumbed to a y-valve directing the flow to the holding tank or the Lectrasan.  The holding tank discharge is connected to a y-valve for pumpout on deck or to a macerator pump.

Raritan Elegance heads were selected for their power, ability to control water use, quality construction, and great appearance.  They look like a household toilet with very clean lines and no bundles of hoses protruding out the sides.

The forward Elegance is a simple system for ease of use by guests.  It is a freshwater flush with a one-button control.  Push the button and the bowl is evacuated and rinse water flows in.  Freshwater keeps this rarely used toilet smelling nice.

The aft toilet is computer controlled.  Yes, simple systems are usually the best, but there are features of being controlled by a computer that make the head much more functional.  There are 4 different flushes - empty only, water only, single flush, and triple flush - allowing the toilet to meet the need for each flush using the least amount of water.  The toilet computer is interfaced with the Lectrasan.  Push the Lectrasan button, and the toilet automatically goes into the triple flush mode to provide the Lectrasan with enough salt water to function properly.  The aft toilet can flush with freshwater, or raw water.  The switch at bottom right controls the type of water.  A simple switch that goes to the computer to power a pump for raw water or a solenoid valve for fresh water.  The toilet has its own pump, strainer, and thru-hull for the raw water.  The control panel also has a gauge for the holding tank to indicate the amount that it is filled.  The only size Elegance toilet manufactured at that time was 12" tall, so solid teak risers were constructed to bring the toilets up to a comfortable seating height.  More information on Raritan Elegance toilets is in the link below.

https://www.defender.com/product.jsp?id=4153565

The holding tank is a custom made polyethylene tank by Ronco Plastics.  It has a 33 gallon capacity and is mounted lower than the toilets.  It was made with two vents on opposite sides, plumbed to port and starboard side vents with 3/4" tubing.  This dual-vent system provides fresh air to the tank so that aerobic bacteria work on the waste (which do not give off odors) rather than anaerobic bacteria (which give off foul-smelling odors) that live in most holding tanks with only one vent.  Peggy Hall's system works!  But, few boats are equipped with properly designed systems.

https://ronco-plastics.com/

The aft toilet is plumbed to a Lectrasan marine sanitation system manufactured by Raritan.  It uses salt water and electricity to produce acid that treats the sewage - better than land-based municipal treatment systems, according to the manufacturer.  This system is particularly useful in the Bahamas where there are no pumpout facilities.  The Lectrasan system has been replaced with a newly named Electro Scan.  Both operate on the same principle.  Description below.

https://www.westmarine.com/buy/raritan--electro-scan-12v--P011_334_002_508?pCode=7893571&mrkgcl=481&mrkgadid=3202694939&cm_mmc=PS-_-Google-_-GSC%3ENonB%3EProduct%2520Type-_-7893571&product_id=7893571&adpos=1o1&creative=108421552684&device=c&matchtype=&network=g&gclid=Cj0KCQjwov3nBRDFARIsANgsdoGS0r9mDYoPDuzf4VMDrL5dtghAfN_xjCyJeO14vWDWNM5JI6zNM4caAigcEALw_wcB

Small Stuff

There are many small touches that make Last Dance a more functional, safer, comfortable, and attractive boat.  None are reasons in themselves to make a decision on purchasing a boat, but taken together, they demonstrate how many of the details have been addressed and improved - the care that has been taken to make Last Dance an exceptional boat.

The engine room is equipped with an automatic fire suppression system, a FireBuoy.  The rest of the boat has many fire extinguishers.  You are never more than a couple steps away from a fire extinguisher.

A story to share.  Once, on Lake Oneida, NY, on a holiday weekend, the US Coast Guard intercepted Last Dance and boarded her for an inspection.  His first command was: "Show me your fire extinguishers!"  Before we could show every one, he stopped, looked at us, looked around the boat, and exclaimed, "Looks like you have everything on this boat in order.  Sorry to have bothered you."

Since we are in the engine room, another feature there is that the sound/heat insulation has been replaced with a foam, lead, foil sandwich style material  None of the rough surface ceiling tile like, always dirty, insulation that still adorns many earlier trawlers is in this engine room.

Covers

Critical equipment has custom-made covers.  The helm has a Sunbrella cover, as does the dinghy, the outboard, the forward hatch, the aft hatch, and the windlass.

The windows have covers, some solid and some Textilene, to cut the sun but still allow sight.   There are awning sunshades that attach over the side windows to create shade keeping the boat cooler.  A custom Textilene awning covering the entire foredeck and front cabin windows can be quickly erected to cut the sun's heat.

Textilene sunshades have been made for the flybridge.  On a clear day, having the sun on the beam can create scorching heat on your skin.  These shades attach to some fittings on the bimini and can be positioned in many places.  They drastically cut the sun, yet allow vision out over the water.

This shot was taken running down the Hudson River.  Jeeves is driving, our nickname for the Robertson autopilot.

Recently, we anchored in the Wye River off the Chesapeake Bay.  The temperatures were in the 90s.  (Who planned this trip, anyway?)  So, the Bahama shades were broken out of storage.  This image is of the foredeck cover looking down from the flybridge.  We also used the side awnings.  Amazing how much temperature difference can be made by getting the direct sun off the decks and house.

Yes, it is a cupholder.  A solid stainless steel one.  Big deal?  Yes.  There are two of these on the flybridge, one in easy reach of both the pilot and the navigator.  On an early morning departure, it is great to have a cup of coffee right at hand.  Having a refreshing beverage handy all day helps keep the crew from becoming dehydrated. 

And, it will hold a real cup of coffee or the ever popular insulated Turvis Tumbler.

A small feature, but one of the highest quality and function.  Just one more item that makes cruising on Last Dance enjoyable and denotes the attention to detail that has been made.

Another small touch is the folding teak screen door for the starboard cabin door.  Easy to open and close.  Keeps those pesky bugs out and allows the cool breeze in.  This image was taken while at anchor in San Domingo Creek behind St. Michaels, MD.

















Anchor Light

Managing power while at anchor is always a major concern.  The less power you extract from the batteries, the less time you have to run the generator to recharge the batteries.  While the traditional incandescent anchor light bulb may only draw one amp, when multiplied by the hours every night, and hours during the day when you forgot to turn it off, the total use can be many amp hours.

A single LED bulb does not have sufficient lumens to adequately light the boat for safety purposes.  To reduce power consumption and provide a bright light, a special fixture with multiple LEDs has been fitted to the anchor light  This fixture also has a photocell to sense darkness, turning on the anchor light at the correct time and automatically turning it off after sunrise.

A small touch, but one that saves many hours of generator time.

Trash Can - A custom made, teak trash box was constructed to hold the garbage generated aboard.  It fits just under the edge of the settee, holding it securely in place.  A plastic bin and bag fit inside.

It keeps the garbage out of a cabinet, saving space.  And, why would you want to put garbage inside a cabinet anyway?  It is right across from the refrigerator, providing a nice seat when digging something out of the bottom of the refrigerator or when defrosting.  It is sturdy enough to use as a step stool.  An attractive box that meets many purposes.  Another small touch that improves life on Last Dance.

Mast Crutch - Attached to the back of the aft cabin is a mast crutch to securely support the mast and boom.  The mast is 21'6" tall.  Some of the bridges on the eastern Erie Canal are 20' tall.  Something has to give.  The mast has a hinge and can be lowered to sit in the top notch in the crutch.  The boom would then fit in the notch to the right, but is occupying the higher notch in this image to give more space to work under.  The mast and boom are used to launch the dinghy on Last Dance.















Many a trawler will be seen on the water with lines loosely holding the boom in place as it swings with the roll of the boat.  In canals, rough, temporary structures crudely constructed of 2x4 lumber can be seen holding a mast in a horizontal position so that the boat can clear low bridges.  The mast crutch is a ship-shape means of handling the mast and boom in a safe and professional manner.




Spare Props

A set of props are aboard.  If a prop becomes dinged, needing repair, sending it off to a prop shop and getting it returned can be a long process.  Having spares aboard allows the journey to continue with only a brief stop rather.