seaward sailboat models

Ogem Marine  Inc.

Business  Be  Independent  &  Pleasure as Well

Our boats are constructed from various proven composite formulas. Below the waterline, the outside layer of ISONPG Gelcoat is backed by a layer of vinylester which is impervious to water penetration and osmosis blistering. The general laminate that accounts for the structure of the hull, deck, and liner is a triaxial stack of unidirectional e-glass, hand-laid. Parts of the bow stem, rudder blades, and keel foil are unidirectional carbon fiber with a vinylester matrix. Our keel trunks are laminated as a part of the hull, as the hull is laid up. When the trunk is bonded to the deck, the result is an extremely rigid structure. There are no coring materials below the waterline and there are no cores that are not impervious to water anywhere on our boats.

Hull To Deck Joint

Each of our boat models have hull to deck joints that are mechanically and chemically joined. Each model has a hull flange designed for maximum mating surface with the deck. The 26RK hull flange is an inverted “J” style. The hull turns outward and downward at the gunnel, and the deck turns downward as well.

The 32RK model has inward turned hull flanges mated to the deck. The hull to deck joints on all models are extremely strong and watertight.

Keel Winch Mechanism

Our keels are housed in a trunk and moved vertically by a 12 volt winch mounted in a water tight box above deck. An ultrahigh strength synthetic cable 1.4 times stronger and 15 times lighter than comparable stainless cable, is routed from the winch drum through a series of stainless turning blocks to provide mechanical advantage to raise or lower the keel.  Our 32RK and 26RK models use 3 turning blocks, all with a 12,000 lb. rating. All components are designed to far exceed any load placed on them and are chosen to be maintenance free and durable in a salt-water environment. All components of the keel winch mechanism are easily accessible. Keel position is controlled via toggle switch from the cockpit.

Keel and Bulb

Our keels are constructed with hand laid outer skins of fiberglass and an inner core of polyester composit. There is no foam or coring material of any kind in the foil. Our bulbs are solid lead castings, and are joined to the keel by stainless threaded rods embedded in the foil. The rods run the length of the foil and through the bulb, and are capped at pockets at the bottom of the bulb with washer and nut. The cast lead bulbs are epoxy coated for better antifoulant adhesion. There are three 5/8” treaded stainless rods for the 32rk and 26rk models.

Yanmar Diesel

Our 32RK has a Yanmar diesel as standard equipment. The 26RK has a diesel or outboard options. The diesel choice for the 26RK is a Yanmar 2YM15 fresh water cooled two cylinder engine producing 15hp. When opting for outboard power, we recommend you purchase your motor from a dealer near you, and suggest a long or extra-long shaft model of approximately 7-9 hp. When outboard power is your choice, we supply an adjustable motor bracket on the transom at no charge.

The 32RK diesel is a Yanmar 3YM-30, producing 29 hp. This is a 3 cylinder engine.

All of our diesels are heat exchanger cooled, and have conventional prop shaft drives, with dripless shaft logs.

A gensets is available on our 32RK  model. Our gensets are single cylinder diesel powered, 4.2kw rated and fresh water cooled. They are housed in sound proofed compartments and are easily accessed for service.

Details : 26 RK

Nicely Equipped at $98,500

The Seaward 26RK is set apart from others in her size and class by her spacious and open cabin, effective use of space and superb performance capabilities. Like all of our sailboats, the 26RK offers an adjustable keel and rudder.  With a draft range between 15” and 6’ you can adjust the keel from the cockpit to suit water depth as shallow as 18″ yet be extremely capable offshore.  Low center of effort sailplan and center of gravity, considerable hull form stability and ballast low in a bulb at the keel’s lower tip provides great stability. Clean underbody and high aspect foils assure high levels of performance on all points of sail. Standard, she comes nicely equipped.  Freedom to SAIL WITHOUT BOUNDARIES in style and comfort!

Details :   32 RK

Nicely Equipped at $198,000

Inspired by the vast water geography of Florida, our Seaward 32RK is the perfect performance/cruiser combination. Generous in space and thoughtful in design our 32RK offers unique teak wood and stainless finishings and accents. Her cabin is comfortable and bright with eight opening ports and two deck hatches, allowing sufficient natural light to shine in. With capacity to sleep four comfortably, she is well appointed for a long journey or a day on the beach. From cooking to showering, and eating to relaxing, we understand your needs in each calculated design.

Never before has a sailboat performed with such distinction yet been so easy to trailer. Her keel not only enhances performance but affords flexibility and ease. With a draft range between 20” and 6’6” she rides close to the wind in deep waters and provides the flexibility and safety to sail in shallow conditions. Come aboard the 32RK and let’s talk about how to realize your dream of owning a quality sailboat that will take you where you want to sail without boundaries.

SPECIFICATIONS & STANDARDS

General Deck Construction

Seaward rudder operation, www.seawardyachts.com.

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2004 Seaward 26rk - Newer vs. Older Models - Things to Look For

• Thread starter JDE
• Start date Jun 11, 2020
• Forums for All Owners
• Trailer Sailors

In my quest for the perfect, do everything, trailer sailor, I've settled on the Seaward 26rk. This will be a significant step up for me, exposing me to a whole new set of systems, maintenance and repair (what I do when not sailing). I currently own a Hunter 23.5 and recognize that these two vessels are completely different and I will be jumping into the deep end of the pool. I will be looking at a 2004 26rk for sale (first year produced) this weekend and wondered if Seaward owners or others could suggest weak points in the early models or things I should be looking for on these unfamiliar systems. Is there any particularly difference in the early models than the late models that should concern me? I noticed that later models have a skeg where the prop exits the hull and the 2004 does not. The rudder appears to be a slightly different design, etc... Any and all suggestions welcomed. Cheers!  

Attachments

Seaward 26 RK - Practical Sailor

I received a list of two dozen sold units in the last 5 years from a broker in FL that aligns with your chart. The depreciation slows considerable towards the front of the production line making older units a good value provided the keels stay attached, of course.  

JDE said: I received a list of two dozen sold units in the last years from a broker in FL that aligns with your chart. Click to expand

Tedd - can you confirm the source of the detaching keel issue. Concerning to say the least.  

JDE said: Tedd - can you confirm the source of the detaching keel issue. Concerning to say the least. Click to expand

26RK Opinion

I just spoke to Daryl Allen of Island Packet Yachts who are supposedly manufacturing Seawards. He said they offer keel upgrades for $5k if you have the bulb. It’s more if you don’t. Rudder upgrades too for $1500. Rudder upgrades are just for performance and ease of handling not a design flaw. He said the bulb issue is that the original design 2005-2009 allowed for the bulb bolts to loosen over time and in extreme situations of poor maintenance, fall off. I imagine never inspecting the keel or keel bolts on a Catalina could yield the same results. They have a new fabrication process that makes separation practically impossible. He said they perform upgrades on the order of one a month. If there is any sign of separation it should be replaced. I’m thinking I would do this proactively if I end up buying this boat.  

@JDE : Great information, thanks very much for looking into that. I'll definitely keep that in mind as I shop. I had the impression that it was only the first few boats, but that range covers every boat I'm likely to be considering, so it's very relevant to me. It will factor into the price I'm willing to pay. Tedd  

Either the 26rk or the 25 should do you well. We love our '96 Seaward 25. The issue with some of the early 26rk boats is that the bulb fell off the keel. That said, the keel and rudder went through some changes and improvements over the years. The latest version is a real nice improvement, but the latest version boat comes with a big price tag. If you can get hold of Nick Hake (he is still answering the phone, I believe, and brokering used Seawards), he can fill you in on the improvements he did over the years before Island Packet bought him out. The 25's can be had for about half the price of a used 26rk. I like the interior of the 25 better as there's more room without the keel trunk in the way. The 26rk solves the arch compression issues that plagued some of the 25's and should sail better up wind with the deeper keel. Either way, both are very nice boats for cruising. We've had ours in Lake Ontario and Huron , Lake Champlain, the Fingerlakes, Penobscot Bay Maine, and Rhode Island.  

@sesmith : Thanks for the feedback. One of the things I like about trailerables is how you can sail in so many different areas, the way you have. Tedd  

Crazy Dave Condon

@JDE You probably know who I am. For what it’s worth the Seaward 26 RK has a good reputation or name to include Catalina. Just like any new boats the first two or three may have had any issues but the company stood behind them. So you know. Dave alias Crazy Dave  

Bud Meade - Seaward

We bought hull #1. The keel/bulb joint was not mechanically fastened. IRRC, there were 17 boats that lost their bulb before the redesign. It was not, as suggested above, a result of poor maintenance or grounding. It was a design issue. Hake paid for my trip to FL from IL and replaced the bulb with the new design. Inflation has taken it's toll on new boat prices. We paid less than $50K for ours. Greatly enhanced pointing ability with a deep foil and bulb keel. Tracked like it was on rails. The 25's shoal draft wing keel allowed a lot of leeway when pointing. But, just like our current boat, a C-Dory 22, the boat drew the attention and compliments from sailors and non-sailors alike. There is a certain pride of ownership for such a great looking design. The keel trunk on the 26RK takes up a lot of room. We owned several 25's. Our first was a new 98 model. We owned an additional 4 used ones as well as buying the 26RK new after our 25 burnt in front of our house on the trailer. At ages 73 and 74, we no longer want to trailer a Seaward and raise and lower masts. The 13th step of a 12 step Seaward program is a C-Dory.  

@Bud Meade - Seaward : Sounds like you're about a dozen years ahead of us. My wife and I have a loose plan to get a nice sailboat (e.g., the 26RK) and then, when we're feeling too old to manage it anymore, switch to something tug-like. The C-Dories are nice. Thanks for your thoughts on the Seaward. Tedd  

Bobbi Ullinger

This is not going to have any bearing on your purchase, just an interesting story. We went the opposite direction. Our first boat was a Seaward Fox 17. We absolutely loved that boat. It was a sturdy mini-yatch that handled like a dream. It was the perfect boat for our family of 4, at that time. But then we added 3 more kids, and our little boat was too little, so we traded to a bigger, but lesser boat. For the past 17 years we've owned a Hunter 23.5. While we also love this boat, it is absolutely a different boat. Where the Fox seemed to find her trim at about 5 degrees of heel, the 23.5 seems happiest at about 15. That was something that the family had a hard time getting use to . We would have loved to get a Seaward 26, but for our young family, it was not even close to our budget.  

RE: Keel to foil issues on older 26RKs. The upgrage consists of bolting the bulb on through the bottom of the bulb. Older ones were bolted on through a tab on the top. Any groundings and/mishaps/lack of maintainence(?) affected this connection. Otherwise, great boat. Very comfortable and quick. Adjustable keel and rudder were convenient.  

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• Sailboat Reviews

Seaward 26 RK

By no means just a stretch version of hake yachts' 25-footer, this new craft features a retractable keel and sensible pricing options..

When Nick Hake, a graduate of the Milwaukee School of Engineering, decided that he’d had enough midwestern winters, he moved to Florida. Despite his epicurean proclivities, he decided that he liked building boats more than being the head chef at an upscale restaurant in Coconut Grove.

“I always wanted to be self-employed,” he recalled.

Between 1974 and 1982, Hake built roughly 2,000 dinghies before introducing a 17-footer called the ‘Slipper,’ which ultimately became an 18-footer that was marketed as the Fox. With the introduction of a 22-footer in 1979, he formed Seaward Yachts, but now markets Seaward models under the Hake Yachts brand.

In 1984 he introduced a 24-footer that eventually became the Seaward 25 (see PS February 1, 2003), but in 1993 he sold the company to a group of Philadelphia-based investors. However, after two years, the romance of the boatbuilding business wore thin with the hobbyist owners, and they sold the business back to Hake. He now focuses solely on production of the newly designed Seaward 26RK, and the Eagle, a shallow-water 32-footer.

Though the company enjoys a reputation for building solid boats, it was during Hake’s hiatus that lax construction methods and poor quality control resulted in a number of poorly constructed boats leaving the factory.

Since Hake’s return, boat construction and quality control have returned to prior levels. In fact, the production floor is now adorned by a bulletin board—visible to both customers and employees—that itemizes the most recent “mistakes worth mentioning,” along with the appropriate corrective measures.

“We see it, and our customers see it,” Hake said.

Design Hake designs the boats his company manufactures. His latest, the Seaward 26RK, bears a striking resemblance to her 25-foot predecessor. The first impression when viewed abeam is that her profile is traditional, accented by a tall bow and upward-sloping cabintop highlighted by four ports, and downward sloping sheerline leading to a cockpit surrounded by a stainless steel stern rail housing two seats.

“We designed new molds for the boat, and took a new approach to pricing at the same time,” Hake said. Compared to the 25-footer, the new model has 18″ more waterline length, and a more user-friendly cockpit since “most of the additional space is aft of the wheel.” The additional waterline length also contributes to improved performance.

Of the modifications, Hake says that he also “wanted to increase the designed waterline for the purpose of increasing buoyancy in the stern when she’s loaded with several adults. The 25-footer tended to drag her stern a bit when overloaded, which affects performance, so we solved that problem.”

A roomy cockpit—even on a boat this size—is an important feature as that’s where the majority of time on board will be spent. Measuring 8′ 4″ long by 5′ 2″ wide, with seats that are 16″ wide, this cockpit will comfortably seat four, allowing the helmsman adequate space to steer and the crew sufficient room to trim sails.

The 26RK also has a transom gate that eases entry from the stern.

We were befuddled to learn that most purchasers opt for a boat equipped with a wheel (a $2,150 option), since she carries a light helm and the tiller can be moved out of the way when dockside.

Hake calls his hull shape a “spherical tumblehome,” defining that as “a concentric shape at the waterline from the bow to amidships with soft bilges.” When overpowered, a soft bilge produces tippyness, but Hake explained: “she’ll make way best when heeled 10 degrees, and owners begin shortening sail when the wind pipes up to around 15 or 17 knots. Though she has a plumb bow, she also has a rounded entry that prevents broaches by eliminating the tendency of the nose to bite into the sea and skid.

“We were primarily looking for a boat that would do the best job of sailing in the waters of the East coast, particularly Florida, where we have tons of quiet and unspoiled waters that are very shallow, but also to be able to cross the Gulf Stream to the Bahamas and do some island hopping…Performance-wise, we wanted a boat that would sail with a sport-boat feel but could be easily handled by one person and comfortable for a family. We kept the rig uncomplicated, the underbody clean, and went with vertically retracting foils to take care of performance, stability, and shallow water issues.”

Hake scored points on those criteria, having produced a sail area/displacement ratio of 18.4, and displacement/length ratio of 113.2, both of which are considered on the fast side. In comparison, the Catalina 250 (wing-keel version) displaces 4,200 lbs. with 200 fewer pounds of ballast, to produce a SA/D ratio of 16.29 and a D/L ratio of 195. On paper, the Seaward has the speed edge.

The 26RK displaces 3,800 lbs., only 200 lbs. more than her predecessor. Weight, Hake said, is distributed throughout the boat and that doesn’t affect performance or balance.

The retractable keel is a NACA-designed, high-aspect, 8′-long section with 26″ wings attached to a bulb. It draws 6′ when fully deployed and only 2′ (the depth of the bulb) when raised. Its thin shape—the chord is only 15.5″—and low center of gravity, are nearly identical to longer, fixed-keel boats, so it produces excellent tacking ability, as we learned during our test sail.

“We chose a torpedo bulb on the keel to keep displacement low without compromising stability, and produced a lower center of gravity and improved stability. We also felt the bulb was necessary to keep stability high when the boat was sailed in shallow-water situations with the keel only partially extended,” Hake explained. This is another good change since, in shallow water with a typical dagger elevated, wind and surf might produce an unpleasant ride.

Lowering and retracting the 1,200-lb. keel is a simple matter of pulling one of two lines located on the cabintop near the cockpit. The lines are attached to a switch on a Rule Industries 20SS electrical motor with a 2,000-lb. lift capacity, all housed in a fiberglass box just beneath the mast. Rule’s standard product is equipped with a spring that could allow the keel to fall freely, but Hake’s employees modify the motor to prevent such an occurrence. Should the motor fail, Hake has devised two back-up plans for retracting or lowering the keel, one involving the use of a cordless drill to turn the winch motor.

We initially thought this arrangement of pulling lines to control an electrical switch was an antiquated, potentially faulty approach. However, like much of Hake’s thinking, it represents the utmost in simplicity. It’s a lot like the old system of pulling a string to switch on a light. Sure, a dedicated switch mounted near the cockpit and wired to the motor would be more tidy and convenient, but it would also invite the possibility of a future wiring failure. Hake’s solution may seem crude, but it’s effective.

The 26RK’s rudder continues that trend of functional simplicity. The stern-hung appendage can be adjusted up and down within its sheath. The leading edge of the rudder is a combination of carbon fiber and fiberglass. At the head of the rudder is a pin that prevents it from lifting out of the sheath in a following sea.

A byproduct of these retracting foils and subsequent shallow draft is the ease with which this boat can be launched at shallow ramps.

Deck Layout Excepting the keel motor box, deck clutter is limited to two sheets, two blocks, and three winches, with all lines led aft. Stainless steel ports that were fixtures on older boats have been replaced by plastic ports, a $1,250 cost saving. The shrouds extend to the cabintop, producing tighter sheeting angles as well as easier movement forward and aft. Stainless-steel handrails set on the cabintop fore and aft of the shroud bases, and double lifelines contribute to the safety element.

The mainsheet is led from the end of the boom to an athwartships track at the base of the companionway, rather than on the cabintop. This produces good sheeting angles, but it’s a stretch for the helmsperson to reach with the traveler eased. The Andersen headsail winches—set midway along the cockpit coaming, are closer by. The halyards are led on the cabintop to Ronstan rope clutches that sit forward of an Andersen winch.

In the cockpit, the starboard locker is 28″ deep, 34″ wide, and more than 6′ long, adequate for storing miscellaneous gear and a spinnaker. And Hake allowed space for a 6-gallon fuel tank under the starboard cockpit seat; it is easily removable when the time comes to fill ‘er up.

The sail plan on the 26RK is supported by an uncomplicated, deck-stepped, fractional rig with single spreaders that is designed to be easily raised for sailing away. As Hake says, “We build our boats for mature owners who want to step aboard and go sailing without worrying about the technical stuff.” We didn’t step or unstep the spar during our test, but in our review of the Seaward 25, we did question that the backstay is attached to just one side of the transom. “The boat will sail well without a backstay, anyway,” Hake told us, adding that the mast is so stiff that bending it is not an option. Regarding the strength issue, he provided photos of a 26RK suspended aloft from a crane with lines attached to bow and stern pulpits.

Accommodations A fully equipped version of this 26-footer offers seating/dining space for four adults, a galley, and modest head, and berths for four that are more than 6 feet long. Headroom is approximately 5′ 10″ throughout the interior.

“Belowdecks, we wanted creature comforts for a couple, or a young family,” said Hake. “We try to use every inch of space and design the interior so everything can fit. Everything can be removed and the interior hosed out for cleaning.”

Hake frees space in the main cabin by hanging the dining table on the bulkhead. It’s not an original idea, however, having to work around the keel trunk, which sits center stage, was a challenge. He cleverly attached the forward end of the table to a stainless steel rod affixed to the bulkhead. The 34″-long table is lowered and then rotated amidships to create dining space on both sides of the cabin. It works well, and spans much of the 5′ space amidships between the settee backs.

Counter space in the galley is 48″ long if the sink cover and oven top are used as working surfaces; additionally, the ice box top doubles as a cutting board. Opposite the galley, the head compartment measures 32″ wide x 40″ long; not spacious, but appropriate for a boat this size.

Getting this boat fully equipped, however, comes at a price. Since the company is attempting to broaden its market to include first-time buyers and the less affluent, living spaces are offered a la carte. In lieu of a privacy curtain, a teak door and bulkhead that enclose the forward berth will add $1,000 to the base price; a privacy door on the head adds $200, and a portable marine head $375. Additionally, an Origo single-burner stove will increase the cost of the galley by $300, and the stainless steel ports are a $1,250 option.

This boat does suffer a paucity of bulk storage space (unless the aft quarterberth is used for that purpose).

Construction With minor exceptions, Hake’s construction methods remain unchanged since our review of the Seaward 25. The lamination schedule for the hull includes a vinylester gelcoat, 1.5-oz. chop-strand mat and isophthalic polyester resin applied with a chopper gun. “I know some people don’t like that, but it’s an effective way of assuring that there’s resin on both sides of the strands,” says Hake. “The second step introduces 40-oz. triaxial cloth. While we use Coremat in the flat runs of the hull to provide stiffness, most of the hull is solid glass.”

The interior pan is a solid fiberglass structural member that is vacuum-bonded to the deck. Extra laminations are added in potentially high-stress areas where the hull and keel trunk meet, and where the hull and deck meet.

The hull-to-deck joint—shaped like an inverted “J”—is chemically and mechanically fastened using stainless machine screws every six inches and a proprietary putty. “It doesn’t leak because of the accuracy of our tooling and the bonding materials,” Hake said.

The deck, which is cored with Divinycell foam, follows a similar schedule. Deck hardware is tapped into 1/8″ aluminum plates bedded into the fiberglass lamination, a strong method that is becoming more standard in the industry. Chainplates are mechanically and chemically fastened as well. A 3″-wide stainless steel strap penetrates the coachroof and is carried down to the hull, where it is attached to a stainless rod.

The fiberglass outer skin of the keel contains a core of resin and 1,000 lbs. of lead, which is poured in place.

Performance We sailed the 26RK in 10 to 15 knots of wind on the Chesapeake Bay. In the process, we also introduced a total neophyte to sailing and reaffirmed that, at its elemental level, sailing is relatively uncomplicated.

The cockpit proved to be large enough for four adults, with sail controls located so that the boat could be singlehanded if necessary. Though we found steering while seated on the stern-rail seats comfortable, it puts the helmsperson at too great a distance from the sail controls.

With approximately 10 knots of wind, and a full main and 110% headsail deployed, the boat easily sailed through the short chop on the bay, and pointed to within 40 degrees of the apparent wind. Our handheld GPS registered boat speeds between 4.5 and 5.5. knots over the ground. Easing sheets, the speed increased to the mid-6 range, and we registered a 7-knot run for several minutes.

When the wind increased to 14 knots, we tucked a reef in the main, which reduced heel and increased comfort while maintaining the same speed.

As advertised, one advantage of sailing a trailerable boat is the ability to maneuver in shoal waters. This became clear when we ran aground. Floating the boat was a simple matter of pulling a string in the cockpit, which raised the keel. When operating in shallow water, raising the rudder is also simple; you remove a pin, lift the foil to the proper depth, and replace the pin.

Finally, to confirm her maneuverability, we eased sheets completely, pulled the tiller hard over, and she spun on her keel, sailing in circles the diameter of her own length.

Our principal criticisms pertain to the size of the mainsail, and the headsail furling system. Light-air performance aboard the 26RK would improve with additional area in the mainsail, and that could easily be achieved if the tack were lowered or more roach area was added. Hake Yachts’ Sales Manager Dave Brady told us that most owners are content to sacrifice light-air performance for the ability to defer reefing when the wind really pipes up, but he also mentioned that custom sails remain an option.

The Schaefer headsail furler elevates the tack of the jib at least 12″ off the deck. That’s good for visibility from the helm, but it also sacrifices sail area, keeping the boat from reaching its full potential when going to weather. Hake attributes the use of that brand of furler to the fact that the unit is mounted on a levered tang that eases hoisting the mast. At this writing, he is considering the use of a CDI furler as an alternative. We’d also want to add a vang to get better mainsail shape off the wind.

The standard sails are manufactured by Super Sails, a Florida loft that Hake has used for 20 years. “They know our boats so well,” said Hake, “that the sails come out exactly to the specified dimensions.”

Pricing The base price of the boat is $29,950, including mainsail and 110-percent jib, standing and running rigging, bowsprit, and anchor roller. Surprisingly, this price is $5,000 less than the company charged for its 25-footer. Hake explained: “Price-wise, we wanted the boat to be competitive with the mix of entry level boats currently on the market, without compromising our hard-earned reputation for quality. To that end, we decided to offer the boat with a low (for us) base price so that a young family just starting out could have a Seaward now, and perhaps add some of the bells and whistles later, as their bank account grew.”

Interestingly, that approach differs from many manufacturers, who are adding to their bottom line by including many high-margin options in their base boats. A Seaward 26RK equipped with a Yanmar diesel ($7,500), rather than an outboard, galvanized tandem-axle steel trailer with surge brakes ($3,800), wheel steering, instruments, portable head, Origo stove, and a CDI furler, would list for almost $50,000.

We think Hake’s pricing strategy makes sense in this market since it allows the neophyte or budget-conscious sailor to manage the size of the expenditure, while affluent sailors can add all of the amenities they like. A small company like this, making just three models, does well to utilize that kind of flexibility.

Conclusions This is the second PS review of a Seaward sailboat; we think the 26RK is a much better buy than the earlier 25-foot model, especially since the company has managed to maintain essentially the same price for more boat.

This boat reflects a thoughtful approach to design that increases user comfort, though its sail plan may disappoint more performance-minded sailors. The additional space in the cockpit and waterline length are a plus, especially since they add only 200 lbs. to the displacement. And we think owners of the 26RK will be pleased at the boat’s ability to gunkhole in bodies of water where deeper draft vessels would be restricted.

Hake has succeeded in cramming reasonable creature comforts into a small area, so crew can sit comfortably when at anchor.

And he has come to grips with construction quality issues by publicly giving employees demerits for poor workmanship, and by using conventional construction methods to produce solid structures.

We also see the use of a la carte pricing as a plus. Since engine beds are part of the mold, a diesel could replace an outboard; and other retrofits could be accomplished just as easily. Plus, given the choice between spending more money on options or taking a credit for the sail inventory in order to buy a bigger mainsail, for example, offers additional flexibility for the prospective buyer.

True, the current glut of used 25- to 30-foot boats on the market provides buyers the opportunity to achieve the goal of boat ownership for significantly fewer dollars than Hake is charging for the 26RK. But considering the quality of this boat and its potential for high resale value, we’d recommend that buyers in the market for a trailerable cruiser seriously check it out.

Contact – Hake Yachts, 772-287-3200, www.seawardyachts.com .

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I really appreciate the no nonsense approach in your evaluation and testing of sailboats and gear. I’m planning to purchase a pocket cruiser in the near future (my last sailboat was a 1987 Pearson 27 – a fine boat!) and look forward to future reviews as I narrow down my choices.

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Nizhny Novgorod: A ‘Russian Detroit’ from 19th to 21st centuries (PHOTOS)

Dmitrievskaya Tower through the centuries.

Founded in 1221, Nizhny Novgorod (260 miles east of Moscow) is still one of the most visited and populated Russian cities (it has more than 1.2 million inhabitants). Its ancient kremlin, cozy paved streets with centuries-old buildings (a regular city plan was adopted after Empress Cathrine the Great visited the city in 1767) and scenic views of the Volga River warm the hearts of locals and tourists. By the way, many people confuse it with Veliky Novgorod (established in 859) in the north-west of Russia. In Russian, the word ‘Novgorod’ literally means “new city” and, luckily, there are only two in the whole country: ‘Lower new city’ and ‘Great new city’. One of the oldest and largest automobile plants that produces GAZ cars is still located in Nizhny (Russians often omit ‘Novgorod’) - and that’s why the city is often known as the ‘Russian Detroit’. In Soviet times, it bore the name of main Soviet writer Maxim Gorky , who was born there.

And despite its steel and metal history, today, Nizhny Novgorod has the poetic epithet of the capital of sunsets. We compared some vintage and recent photos of the city.

Dmitrievskaya Tower in 1913 and in 2021.

The stone citadel of Nizhny Novgorod was built in the 16th century around the Chasovaya (Sentry) Hill. Here is the most famous view of the fortress with the Dmitrievskaya Tower. Previously, a moat was dug in front of the tower, which was filled with water. At the end of the 18th century, the moat was filled and the tower sunk about 6 meters into the ground. The tower received its a-la Rus facade only at the end of the 19th century. 

2. National Unity Square 

Skoba square, 1957 / Monument to Minin and Pozharsky nowadays.

On Moscow’s Red Square, there is a monument to Minin and Pozharsky , who were the leaders of the people’s militia against the Polish intervention of 1611. Interestingly, exactly the same monument stands in Nizhny Novgorod! And all because the militia gathered there. City official Kuzma Minin called on all residents to fight and Prince Dmitry Pozharsky was chosen as the militia head. The date of Moscow’s liberation from the Poles (November 4) has been celebrated as National Unity Day in Russia since 2005. In the same year, Nizhny Novgorod’s Skoba Square, where the militia gathered, was renamed ‘National Unity Square’ and a monument to the two national heroes was erected there, as well.

3. Chkalov staircase

View on Nizhny Novgorod kremlin, Dyatlov hills and Chkalov stairs, 1886 and now.

With 560 steps, these are some of the longest stairs in Russia! The site where this staircase was built was called the ‘Volga Downhill’ and was very popular among locals, since it had one of the most picturesque views of the Volga. The stairs, named after a pilot named Valery Chkalov, connect the upper and lower embankments in the historical center of Nizhny Novgorod. Among the architects was Lev Rudnev , who worked in the Stalinist Empire style and designed the Moscow State University and the Palace of Culture and Science in Warsaw.

4. Kremlin funicular

Kremlin funicular in operation... and in ruins.

Amazing: At the end of the 19th century, in the center of Nizhny Novgorod, two funiculars operated near the kremlin. They literally worked on water. Imagine a water tank in the car: filled at the upper station, empty at the lower station. When one car went down, the lower one went up under its gravity. They would move at the same time. The funiculars were abandoned in the 1920s, when a tram line was completed. Today, only ruins remain in place of the historical funiculars, although the city administration has already promised to recreate this type of transport. There still is one funicular operating in Nizhny Novgorod, which connects it with the city of Bor on the other side of the Volga River.

5. Bolshaya Pokrovskaya Street 

Bolshaya Pokrovskaya street in 1880s and 2021.

The main street of Nizhny Novgorod has undergone many changes over the centuries. Before the revolution of 1917, it was the favorite area of nobles to settle. Along the street, you can still see old stone mansions, theaters, churches. One of the most beautiful buildings is the main state bank built in Neo-Russian style. It was opened for the 300th anniversary of the Romanov house in 1913. At the beginning of the 20th century, a tram line passed there - one of the first in Russia. But, since the 1980s, the street has become pedestrian only.

6. Rozhdestvenskaya Street

Rozhdestvenskaya Street in 1890s and 2020.

A historical tram line has been preserved on the other oldest street, Rozhdestvenskaya. However, now it’s a tourist transport and it operates only in summer. The street has also preserved its appearance since pre-revolutionary times. There, you can see almost all the same buildings that were in Tsarist Russia, including the Stroganov and Golitsyn estates, the Church of the Nativity of the Blessed Virgin Mary and Blinov Passage - the first shopping center outside of Moscow and St. Petersburg.

Construction of the Burevestnik station, 1996 / Burevestnik station, 2009.

Nizhny Novgorod is one of the seven Russian cities with its own underground transport. The metro here was opened in 1985: In Soviet times, only cities with the population over 1 million residents had a subway. It consists of only two lines and sees about 115,000 commuters a day, which makes it less popular than ground transports. In the near future, there are plans to build new stations on the other side of the Oka River.

8. Referees Tower

Before and after restoration, 2021.

The Referees Tower built in the Neo-constructivist style on the embankment of the Grebnoy Canal was built in 1988 for the 2nd All-Union Youth Rowing Games. Over time, it was severely destroyed and only recently restored, for the 800th anniversary of the city. Of course, with cafes and places to relax. It’s beautiful, isn’t it?

9. GAZ automobile plant

The first car assembly plant, 1930 / Gorky Automobile Plant, 2021.

The GAZ (Gorky Automobile Plant) plant in Nizhny Novgorod became one of the first in Russia. Early models of trucks and passenger cars were produced under a Ford license. In the 1920s-1930s, American specialists also helped to build the plant itself and the socialist city for workers In the post-war years, the ‘Volga’ and ‘Chaika’ cars were the most expensive among Soviet cars - a citizen’s dream! These days, the plant still operates, but produces mainly trucks and minibuses.

10. Alexander Nevsky Cathedral 

High water in Nizhny Novgorod, 1890s/ The same district nowadays.

The Cathedral Church of Nizhny Novgorod is located in one of the most picturesque places of the city - on the arrow of the Volga and the Oka rivers. People used to call it ‘fair church’, since its parishioners were merchants who came to fairs from all over the country. It also was only open in the summertime. In the Soviet years, the iconostasis was dismantled for firewood to heat houses and then it was even planned to demolish it altogether and build a lighthouse and a monument to Lenin on the same site. Nevertheless, the cathedral was preserved (in the 1980s, it was restored by volunteers) and, in 2009, was reinstated as the city’s main church.

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