Broker’s Best

BY RANDY WOODS / PHOTOS COURTESY OF WATERLINE BOATS

Looking for a well-kept flybridge trawler? Then, Waterline Boats has just the vessel for you.

This lightly used, well-cared-for flybridge trawler from Mariner Yachts International can accommodate six people with three double berths, one cabin, and one head with a separate shower. Built in 2008, the yacht includes holly, golden teak, and teak veneer wood in the floors, paneling, and cabinetry throughout. Key features of the Mariner Seville are the covered side decks, which provide easy movement around the exterior, as well as added visibility for docking or anchoring. Entry can be made from the two side doors of the covered cockpit or the transom door from the swim step astern. Heading through the sliding door to the salon, the first noticeable elements are the large side windows which flood the interior with natural light and can be opened for extra ventilation. An L-shaped settee and teak fold-out dining table is located to port. The pullman-type settee also converts into a double bed.

A curved staircase leads you from the cockpit to the open-air flybridge, with a full suite of navigation equipment, plus a custom-made convertible double helm bench. L-shaped seating is located aft, along with an inflatable aluminum Southern Pacific RIB with a Honda 4hp outboard, secured with a manual davit on the top deck. When the dinghy is not in use, it is covered in flexible solar panels to help power some of the yacht’s equipment. Navigation equipment at both helm stations feature bow-thruster controls, an ICOM IC-M504 VHF transceiver, a Raymarine E120 radar, a Garmin GMI 10 depth sounder, two Ritchie compasses (3” at the lower helm, 2” in flybridge), Raymarine E120 and E80 GPS, and Raymarine ST6002 autopilot. For entertainment, the yacht also includes AM-FM radio, a Sony CDX-GT10M TV, a Viore flat-screen monitor, and a DVD player. The galley to port has plenty of counter space, a three-burner propane stove, an oven, and a forward-facing stainless steel sink. On top of the counter aft of the helm station is a microwave with a refrigerator underneath. The single forward cabin, located four steps belowdecks, includes a queen-size berth and a hatch that opens to the deck above. The head and shower are separated into port and starboard compartments. Heat is provided via Espar hydronic forced air. The boat is powered by a 230hp Cummins QSB5.9 diesel engine from 2006, with about 2,500 hours of use. The maximum speed is about 9 knots, with a cruising speed slightly slower at 8.2 knots. The four-blade prop produces lots of torque with no vibration, and the custom-made rudder is larger than the original to improve maneuverability and lateral stability at slower speeds. Specs & Info

LOA 35’0” Beam 13’9” Draft 3’6”

Tankage (Fuel/Fresh/Black) 300 gal. / 140 gal. / 30 gal.

Engines Cummins 230hp QSB5.9 Diesel

Contact Waterline Boats Seattle, WA Dave Carlson 206.282.0110 boats@waterlineboats.com waterlineboats.com

BY KATE CALAMUSA / PHOTOS COURTESY OF WORTH AVENUE YACHTS

Loved by its knowledgeable owners and loaded with luxury upgrades, this 78’ Ocean Alexander from Worth Avenue Yachts is an exceptional find.

Having recently completed numerous upgrades and maintenance, this exceptional Ocean Alexander 74 is the definition of turn-key, ready to take you and your guests to the next destination in style. The three spacious staterooms aboard Lodestar can accommodate up to six guests and is spectacularly suited for entertaining. The vessel features three generous staterooms, plus crew quarters for two, as well as many luxurious interior features throughout. The aft deck offers comfortable seating for eight at the large adjustable hi-gloss teak table, stainless steel sink, and retractable aft deck engine and thruster controls. She also boasts wide, covered side decks for easy transition from bow to stern and full walkaround access to the large bow area as well. Boarding gates are located port and starboard. A set of double, stainless steel automatic sliding doors provide access to a spacious and comfortable salon that houses a large, custom-made, L-shaped settee with custom storage, large teak hi-lo table, and two comfortable chairs. To port, she features a complete entertainment center with a large LCD TV on a retractable lift. Starboard side of the salon offers a wet bar, glass storage, and refrigerator with icemaker. Going forward, there is a convenient day head with sink, and then forward of that is a handy pantry tucked under the stairway to the flybridge. The U-shaped galley offers all the necessary amenities including a trash compactor and dishwasher. Forward from the galley is a helm station equipped with all new FURUNO electronics, as well as an adjustable STIDD helm chair. Nearby, the convenient dinette area contains extra storage and chart drawer. A starboard side companionway then leads to Lodestars’s lower foyer, with a custom onyx floor, and three staterooms and en suite heads. The full-beam owner’s stateroom offers a king-size berth with storage and nightstands. There is a large cedar-lined, walk-in closet to port with shelving and a safe. This airy and incredibly light stateroom also offers a full entertainment system, and an additional closet and chest of drawers located both port and starboard. The VIP and guest staterooms also have en suite full heads with granite floors. The spacious flybridge is a real star, featuring a centerline helm with all new electronics and two helm seats, plus luxurious L-shaped seating, two teak tables, and a wet bar area all to keep guests well situated throughout any cruise.

Specs & Info

LOA 77’6” Beam 20’ Draft 5’4”

Tankage (Fuel/Fresh/Black) 2,000 gal. / 350 gal. / 200 gal.

Engines Twin CAT C18 Acert 1136hp Diesel Inboards Contact Worth Avenue Yachts Seattle, WA 206.209.1920 team@worthavenueyachts.com worthavenueyachts.com

By Randy Woods Interesting development: Vulcan’s new Lake Union Piers project aims to reconnect Seattle to its maritime heart.

The story of a city, even one as relatively young as Seattle, can often be read through its geography. The many deep waterways and thick forests around Puget Sound all but assured that Seattle would become a timber and maritime hub after settlers first began carving street grids into Salish territory 170 years ago.

THE PROMENADE WILL FEATURE SPECTACULAR LAKEFRONT VIEWS AND ACCESS TO AN ARRAY OF LEISURE ACTIVITIES ALONG THE SHORELINE. ALTOURA RENDERINGS COURTESY OF VULCAN REAL ESTATE/MILLER-HULL

all the elements together.” – Kiki Gram, senior development manager at Vulcan

WITH 270° VIEWS, THIS HUB WILL BE ANCHORED BY A MODERN, LIGHT-FILLED DINING DESTINATION AND AN ADJOINING PEDESTRIAN TERRACE THAT BOASTS EXPANSIVE SEATING PLATFORMS.

Back when it was very much an industrial waterway in the early 20th century, Lake Union was encircled with businesses, including boat builders, sawmills, a Boeing seaplane hangar, a cement plant, and a coal gasification plant. By mid-century, the focus of the lake began to shift towards more recreational uses, which led to Gas Works Park, the Center for Wooden Boats, and the Museum of History and Industry (MOHAI). Today, another chapter to the lake’s evolving story is being written by Vulcan Real Estate, the owner since 2000 of much of the land in the tech-heavy South Lake Union neighborhood. The project, called Lake Union Piers, is nearing completion of its first phase this year and is slated to be fully completed by the end of 2023. The scope of the project is broad, ambitious, and inspiring; the development will cover 8.3 acres of prime lakefront real estate and encompass 60,000 square feet of commercial space. The four main buildings on the property—one of which contains the still-operating Daniel’s Broiler restaurant— will remain intact but be heavily modified with new roofs, modern exterior finishes, more energy-efficient infrastructure, improved outdoor lighting, seismic upgrades, and expanded outdoor seating. The driving purpose behind the Lake Union Piers design is to eliminate barriers from the rest of the city, said Kiki Gram, senior development manager at Vulcan. Visitors from downtown used to have to navigate the infamous “Mercer Mess” traffic, then go through a patchwork of parking lots, streetcar tracks, and cement curbs just to get to the lake. “One of our goals was to upgrade these buildings and reconnect the indoors with the outdoors,” Gram explains. “The main emphasis is on making connections between the adjacent sites and tying them into the Cheshiahud Loop trail around the lake.” Sketches and renderings of the development from Seattle-based project architect Miller Hull show how open-air plazas stretching between the renovated buildings will create 5,700 square feet of welcoming space to encourage more pedestrian traffic.

RENOVATED STOREFRONTS, MODERN SEATING, AND FLEXIBLE OPEN SPACE WILL MAKE THE CENTRAL LAKEFRONT PLAZA AN IDEAL OPEN-AIR GATHERING PLACE.

ALTOURA RENDERINGS COURTESY OF VULCAN REAL ESTATE/ MILLER-HULL The new dining, shopping, and entertainment choices will also give boaters arriving at the marina more reasons to leave their vessels. Case in point: The first eatery to emerge from the construction tenting was the Lakeside restaurant from Waterways Cruises and Events that opened its doors this past summer in the space that formerly housed the Seattle Kraken team store. The polished dining room and accompanying waterfront patio boast views that are rivaled only by the food emerging from the kitchen, which include curated cocktails, chef-driven prix fixe meals, and even order ahead for charcuterie picnic boxes built specifically with boaters in mind. As exhibited by Lakeside and others, Seattle restaurants in general are undergoing a post-Covid renaissance in outdoor seating development, which should also benefit Lake Union Piers. Current designs include a combination of up to 8,000 square feet of new outdoor dining patios, some of which will have 270˚ views of the lake. “Even in the winter, we still think it’ll be a big draw,” said Robert Arron, Vulcan’s senior director of real estate marketing and leasing. “A lot of these restaurants have figured out how to make patios comfortable in cold weather with heat lamps,” he added. “These buildings could become an exceptional destination. It literally is the center of the city.” Some of the most noticeable improvements in the Lake Union Piers project will be seen on the west side of the property, adjacent to MOHAI and the Center for Wooden Boats, Gram said. “We will be converting some of it to green space in between the two properties and adding bench seating, newly planted trees, and public art,” she said. While it is de-emphasizing the acres of asphalt on the property, Vulcan said it is sensitive to the needs of car access in the neighborhood. “It’s been a delicate balancing act to create more open spaces that can be used for events and also preserve the existing parking lots for restaurants and retailers,” Gram said. “We did reduce parking space a little bit, but not a lot.” Vulcan will be adding more electrical connections to the piers and making deck improvements to the existing marina, as well, slipping in a few extra dock spots. “The marina is still zoned mostly for commercial yacht sales, and we didn’t want to change that since it’s so important to have spaces for the yacht brokers,” said Arron. “But we’ll be converting some existing space to more daily use moorage, which should add about 12 more slips.” However, one important tenet that will not change are the tenants themselves, Vulcan says, demonstrating Lake Union Piers’ tight relationship with the region’s boating community. Many of Seattle’s top yachting brokerages are located on the property, including Hampton Yacht Group, Worth Avenue Yachts, Chuck Hovey Yachts, and Silver Seas Yachts. During renovations, the offices for these businesses, as well the Northwest Yacht Brokers Association (NYBA) headquarters, were moved to a nearby temporary location but will be moving back to their originals spaces this fall. Formerly known for decades as Chandler’s Cove, this southeast corner of Lake Union is particularly synonymous with the Boats Afloat Show, NYBA’s twice-a-year exhibition that continue on in this location, with the next show scheduled for April 2023. The adoption of the new Lake Union Piers name, however, was not taken lightly. “It was really big decision, and it took a long time to make given the familiarity of the Chandler’s Cove name,” Gram said. “But we want to celebrate these buildings for the next 50 to 75 years, and we felt Lake Union Piers really links all the elements together. It got a lot of support from the tenants.” In recent years, Arron said Vulcan has also signed on some newer maritime tenants to Lake Union Piers, including boat rental company Boatsetter and the aforementioned Waterways Cruises and Events. There is also talk of adding a winery operation with a tasting room— something every yacht enthusiast would surely enjoy—and Vulcan expects to start announcing signed tenants in the next month or two before the start of the new year. “We do a lot more complex office projects with clients like Amazon or Google,” Arron concludes. “But this project, even though it’s a little smaller in square footage, is as meaningful and important to us as anything else because it’s such a significant site.”

>>To follow along with the latest details on the Lake Union Piers construction and development, visit: lakeunionpiers.com.

END BY PETER MARSH ILLUSTRATION BY TAVIS COBURN OF THE LINE

THE SEND-OFF WE WISH SHE’D HAD: ILLUSTRATOR TAVIS COBURN HELPS US BID ADIEU TO TOURIST NO.2.

THIS PAGE: TOURIST NO.2 MOORED AT PIER 39 IN 2019. OPPOSITE: INTERIOR DETAILS AND CRUISING UNDER THE ASTORIA-MEGLER BRIDGE.

EXTERIOR PHOTOS COURTESY OF TOURIST NO.2 FACEBOOK GROUP; INTERIOR BY ZACH HEIDSTAND. For visitors to Seattle or residents who’ve never seen the city from the water, a trip on a tour boat is the quickest and easiest way to appreciate the beauty of the shoreline and the important part traditional ferry boats played in its growth. In the late 1800s, before all the bridges and roads were built, there were so many small ferries buzzing back and forth on Puget Sound that they were known as the “mosquito fleet.”

Only a handful of these historic vessels are still afloat, and unfortunately, one of them, the former Astoria car ferry Tourist No.2 launched in 1924, came to an ill-fated end this past summer when she sank on the Astoria waterfront.

It was an inglorious farewell, after a decade long effort to save her, but Tourist No.2 left behind a fascinating life story that was in many ways stranger than fiction—and well worth retelling. In simple numbers, the grand old dame served 40 years on the Columbia River, followed by 50 years on Puget Sound, before making one final trip back to her birthplace in Astoria in a vain attempt to find a safe “retirement home.” This was where the Tourist No.2 had been stoutly built by the Evans yard in 1924 with a flat-bottomed hull so it could carry 22 cars to Washington and back across the shallows and sandbanks of the river. The ferry soldiered on through the war years working for the U.S. Army guarding the river’s entrance. It went back to civilian life in 1946 and put in another 20 years of routine ferry work. This route was based on the Oregon side, so was not affected when the Washington State Department of Transportation bought all the major ferry lines in the state in 1951 and formed the state ferry system. (WSDOT passed the responsibility for the five shortest routes to the counties, including the shortest route of all, 30 miles upstream from Astoria connecting Puget Island, Washington, with Westport, Oregon.)

Tourist No.2 chugged along for another 20 years until the post-war transport boom finally reached the coast and the four-mile-long bridge over the Columbia was opened, closing the last gap in the coastal Highway 101. That was the end of the local ferry line and its three tugs went their different ways. The newest steel boat ended up in Vietnam, and the Tourist No.2 also got another chance. It had been well maintained, so Pierce County in Washington state decided to give it another chance running the Steilacoom to Anderson Island route, where it would be a definite improvement over the wooden ferry built in 1916 with a capacity of just nine cars. Re-named theIslander, with the upper deck raised to allow tall trucks on board, it served on the South Sound for an incredible 30 years without incident. The county finally got a new 200’ steel ferry in 1997. It was named the Christine Andersonand coincidentally was also built in Oregon—at Nichols Brothers’ short-lived yard in St. Johns, Portland. (I saw and wrote about that at the time, but it is only now that I have learned it replaced the old Astoria ferry.) This time it really looked like the end of the line for the old wooden boat, now nearing 75 years old. The only use for the hull was probably moving construction equipment or gravel around the islands. But yet again the ferry was thrown a lifeline by Kevin Clark, then CEO of Argosy Cruises, which was based in Kirkland at that time, but now works out of Pier 55 and 54 on the Seattle downtown waterfront. He saw real potential in the boat and bought it for $50,000. Then, Argosy spent a year to clean, repair, and convert it into a sightseeing vessel, adding two full service bars, a galley, and 12-foot floor-to-ceiling windows following a design provided by Seattle’s own Jonathan Quinn Barnett, who in the ensuing years moved up into the exclusive world of superyacht design. It cost well over $500,000 to re-launch the re-named M.V. Kirkland and this effort was rewarded by the boat being added to the Washington Heritage Register and National Register of Historic Places. Its new career took it around Lake Washington and occasionally into Lake Union, hosting private parties, weddings, and special events for the next 15 years. For the third time in its long life, the boat became a local favorite to everyone who

ALSO KNOWN AS M.V. KIRKLAND FROM ITS YEARS WITH ARGOSY CRUISES, TOURIST NO.2 SLIPPED INTO THE SEA IN LATE JULY DESPITE A HERCULEAN RESCUE EFFORT.

HISTORIC PHOTOS COURTESY OF ARGOSY CRUISES; SINKING PHOTO BY PETER MARSH.

saw it brightening up the scene, especially at night when it was lit up during Argosy’s Christmas Ship™ Festival. Indeed, there must be a few of our readers who recall a trip on the M.V. Kirkland when it was “Seattle’s favorite party boat.” Throughout its career in the Seattle area, the Kirkland Reporter kept track of the boat it called “an icon on their waterfront.” That publication’s last story on the vessel in 2008 recalled that she made a cameo appearance on ABC’s “The Bachelor,” was featured in a centerfold shot within 425 magazine, and was already popular on social media. To the Argosy employees and many residents of Kirkland, the boat felt like a community member. Luckily for us, the Reporter consistently reported on the boat, especially when the original wooden hull had to be dry-docked every two years for the Coast Guard safety inspection for passenger vessels. This usually required the replacement of a few rotten planks and frames with clear-grain, old-growth Douglas fir. Argosy kept a stockpile of this lumber for future use, but the haul out and skilled labor cost $70,000 to $100,000 because most local shipyards had quit working on traditional wooden boats. Steel is not only more durable and relatively easy to repair, it is also fire-resistant, and it was an electrical fire in the engine room early on August 28, 2010, that finally brought the Kirkland to another change of course. More than 50 firefighters responded quickly to the pier and the fire was almost out within 30 minutes. Most of the damage was below deck and out of sight, but there was smoke damage throughout the boat. Predictably, the end result was the historic vessel being declared a total loss. Three days later, it was towed from Lake Washington by the 51’ Dixie to the Ship Canal where it was put up for sale. (That tug also has a long history: launched in 1951 for work at Kettle Falls behind the Grand Coulee Dam, then heading to the coast. Over the last 20 years, Fremont Tug has invested a lot of effort in rebuilding and updating it to continue working inside the Ballard Locks.) Argosy had to move on and began building a fleet of modern steel cruising boats, but still had regrets about selling the Kirkland. “The boat has been a labor of love for this company and a source of pride for us and the community,” said Clark. “I am open to any opportunities to see it find another mission. It would pain me to see it sent to a salvage company for disposal,” he admitted. “We are continuing to leave no stone unturned." (My recommendation would have been to haul it on shore and turn it into a restaurant or salesroom, but that would have involved finding a suitable site, organizing haulage from a slipway, gaining planning permission etc. all of which would require vision and deep pockets.) Unfortunately, that is not the way the world of historic ship preservation works, and turning the boat into an office would have been anathema to a real antique boat enthusiast like Christian Lint, who became the boat’s last owner in 2010. He already had experience with old boats picked up at bargain prices and he quickly demonstrated his talent for it by repairing the electric circuits sufficiently to get the Kirkland’s engine running and moving it to Bremerton. Over the next few years, he tried renting it out at the dockside for private events, which did not require the same level of Coast Guard licensing. His long-term plan was to act as caretaker and sell it to anyone who recognized its historical value— a rather vague financial concept. By 2016, having reportedly resisted offers to turn the “Tourist No.2 into a floating casino, strip club, or cannabis bar,” Lint determined that the aging ferry’s best hope was a risky move down the coast back to Astoria to join in the 50th birthday celebration of the bridge in 2016. He hoped a group of local fans would develop a non-profit organization to buy the boat and preserve it. The boat was moored at the east end of town and became the center of attention. A team of volunteers began cleaning up the boat, patching the roofing, and holding fundraising events. The ferry group raised more than $160,000, which may have been enough to buy the boat, but left nothing for the restoration—estimated at anywhere from $500,000, according to Lint, to as high as $3 million by an expert in preservation. I interviewed Lint while writing a story for a local publication and found him to be a fascinating character who could tell exciting sea stories—especially to anyone who showed interest in his boats. However, I had also learned from experience that the expression “a hole in the water you throw money into” was coined to warn sailors about the perils of owning old wooden boats like this. The ferry truly fit the bill— it needed a steady stream of labor and money to stay

afloat, and I declined the invitation to join the Astoria Ferry Group. As the months slipped by, the immensity of the task eventually wore the ferry fans out, leaving Lint and the boat back at square one. He listed the boat on Craigslist for $225,000—presumably his idea of the “historical value”—and checked along Astoria’s three-mile waterfront searching for a spot where he could moor without charge. (This was a skill I imagine he had perfected over the years.) He found an empty submerged lot on the downtown waterfront at the end of Sixth Street where a dozen steel pilings had been driven for a condo project that had also ran out of funds. This was where the Tourist No.2 spent its last two years, with a “for sale” sign inside one of the tall car-deck windows. This was illegal of course, but Lint knew that none of the people and agencies with some responsibility for it would be in a rush to start eviction proceedings. I passed the boat at least once a week while biking along the Riverwalk, and like everyone else, I assumed that Lint or one of his crew was checking the pumps regularly. Or not. All seemed well until this past summer, when a leak must have opened up in the heavy planking below the waterline. It appeared as if the small wind turbine and solar panel on the roof were unable to keep up with the load from the pump. Within hours on that fateful day of July 27, the Tourist No.2 had heeled onto its side, with water lapping across the car deck until the chine (corner) of the hull touched the bottom. Soon, a workboat and a crane barge were alongside with the crews assessing the situation. Fuel oil was leaking out and spreading along the shore, so a boom was laid around the wreck and attempts were made to close off the fuel tank vents. For the next week, the ferry slowly slid further below the water until only the top of the funnel was visible at high tide. Who has jurisdiction over derelicts is a continuing issue all over the West Coast, but because of the immediate emergency, Oregon’s Department of State Lands had taken the lead and found funds to pay for the clean-up. On August 4, the salvage contractor attempted to refloat the hull with a crane barge, but divers found it was too far gone to withstand the strain of a being hoisted in one piece. It was now self-evident that the boat’s luck had finally run out, although there were still some local fans insisting it be should be given one more chance. Lint was conspicuously absent. Bruce Jones, the Mayor of Astoria and former commander of US Coast Guard Sector Columbia, began putting out reports on the situation online. On August 6 he wrote: “Yesterday divers pumped 125 gallons of diesel from the fuel tank, emptying it, and removed 5 cubic yards of fuel-soaked absorbent material, 3x5 gallon containers of motor oil, propane tanks, paint, other assorted hazardous waste, and fuel-soaked life jackets and other materials.” By August 10, the subcontractor Advanced American Construction arrived with a barge loaded with enough pontoons to completely encircle the wreck. Then the crane barge went to work with its heavy claw and the once proud little ship was quickly reduced to a pile of crushed lumber on the cargo barge’s deck. After almost a century on the waters of the Pacific Northwest, the remarkable life of the wooden car ferry Tourist No.2 came to an abrupt and very public halt. Ironically this all happened just eight blocks from the ferry’s original berth at the old ferry dock on 14th St. where it had plied its trade across the Columbia back in 1924. “This was a sad ending to a historic vessel, but unfortunately, her fate was sealed many years ago when the extensive, expensive hull maintenance that old wooden boats require was not performed regularly,” explained Mayor Jones in his final report. This should have brought this sorry saga to an end, but the plot took another unexpected and truly tragic turn in Portland on August 30. It appears that while his ferry was being demolished, Christian Lint was avoiding the spotlight and continuing to live on another of his craft at a moorage on MarineDrive near the Portland Expo Center. During an altercation with prowlers who targeted his pickup truck, Lint was struck by a semi-truck and killed. As for Tourist No.2, its final destination was the regional landfill in Arlington, Oregon, a hamlet 225 miles away on the east side of the Columbia Gorge that also takes the garbage from cities like Seattle and Portland. Though it was not the end anyone would have imagined or wanted, this boat will continue to be remembered by the many people who rode on it, admired it at the dock, or watched it gallantly plying its way across waterways of the Northwest. We all bid it a fond adieu.

54'Ocean Alexander 540 '92.........................$274,900

48' Cruisers Cantius '11..........................$519,000

46' Beneteau Oceanis 46.1 '19........................$549,900

44' Jeanneau 44DS '16...................................$334,900

44' Gozzard '01..........................................$274,950

Sistership 42' Beneteau 423 '06.........................................Inquire

39' Meridian 391 Sedan '07...........................$259,900

35' Beneteau Oceanis 350 '88...........................$44,000 35' Island Packet 350 '98.................................Inquire

32' Maxi 95 '82................................................$33,500 31' Beneteau 31 '12.......................................$99,900 31' Beneteau 31 '10.......................................$89,900

51' Beneteau 51.1 ‘22 .....................Arriving Sold 46' Beneteau Oceanis 46.1 '22........Arriving Sold 46' West Indies Heritage 46 '77 ......Sale Pending 40' Beneteau Oceanis 40.1 '22........Arriving Sold 38' Sabre 38 MKII '90 ..................................Sold 38' Beneteau 38.1 '22 .....................Arriving Sold 35' Beneteau 35.1 '18 .....................Sale Pending 34' Beneteau Oceanis 34.1 '22........Arriving Sold 31' Hunter 31 '08 ............................Sale Pending 30' Beneteau Oceanis 30.1 '22........Arriving Sold 19' Chris Craft Racing Runabout '50 .....$44,900

36’ Union Cutter 1981 $60,000

$109,950

$119,995

$339,000

$39,900

48’ Nova Yachtfish 1986 $195,000

Since 1979 Red Shield Insurance Company has offered marine insurance products exclusive to these Pacific Northwest waters. With our local roots, we’ve been an anchor insuring your docks, boathouses, floating homes, and yachts. Through the ebbs and flows of the market, Red Shield continues to provide exceptional coverage and unparalleled claims assistance. When it’s time to insure your yacht, think Red Shield’s Yacht Shield policy. Dedicated to quality service and regional expertise like no other – Yacht Shield is the one for you!