The New Zimmerman 46 - Text-only Version

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The popularity of the Downeast hull form, popularly called a lobsterboat or a Downeast cruiser, proves these boats have much to recommend them. Seaworthy, flexible, and comfortable, they make a lot of sense. I’m not surprised how well they have gained acceptance in the past dozen or so years. (See Bill Jacob’s article in the August ’05 issue of PMM.)

Near the turn of the last century, the sailing craft that worked the lobster fisheries evolved into rugged, seaworthy boats powered by early combustion engines. Significant advances in technology stemming from the First World War led to more reliable, higher horsepower engines going into boats, transforming skinny, underpowered vessels to modern lobsterboats with fuller beams and fine entries. Today’s lobsterboats can handle the weight of the engine and all of the fishing equipment, plus the catch at the end of the day.

New England designers created exceptionally seakindly hulls that could work all day yet still take on the sea. Powered by diesel engines that offered reliability and speed, this combination made for a capable boat that opened up opportunity, allowing lobstermen to work during the winter months, when lobsters head for deeper water. With these boats, lobster crews could get the best of the season, going greater distances offshore, no matter what the weather. The lobsterboats proved their safety at sea over decades of hard service.

Walk the docks or gaze across the mooring field in any Maine harbor, and you’ll find many lovely, rugged, and traditionally fine boats that have just the right look. Few dispute the attractive lines of a Downeast boat, whether it is a working lobsterboat, an express cruiser, a Downeast cruiser, or whatever label the builder uses to market the craft.

DOWN IN VIRGINIA

Today, as the Downeast concept moves south of New England, the pleasure boat version of this hull form is growing in number and in size.

This past fall, Zimmerman Marine launched its first Zimmerman 46 in Cardinal, Virginia. The new yacht is a classic but contemporary example of a Downeast lobsterboat built as a cruising boat. Reunion has no pot hauler, no steadying “jigger” sail, no trap skids. She is all about comfort and capability. And she is a real beauty.

Zimmerman Marine is a high-end commissioning, refit, and repair yard, and the company builds just one boat a year, a practice that began as an effort to keep the crew busy during the off season. So far, Zimmerman has built nine 36s.

The latest project took the yard into a larger, twostateroom cruising boat. I spoke to Steve Zimmerman about the 46 and about his views on building a new custom model. (You’ll find more from the interview on our website, passagemaker.com, under “Just Launched.”) The Z46 is a big step for the custom yard, as well as a great opportunity to explore new territory.

I asked Steve to explain his vision of the proper Downeast cruising boat. “It has to have a full keel, to run aground without damage and for directional stability at slow speeds,” he told me. “It also needs a lot of flare in the bow, with a fine entry.

“And the look...it has to have a very workmanlike, purposeful look,” Steve continued. “Under way, the Downeast boat looks like it is on a mission, yet it appears graceful at the same time.”

Steve added: “We’ve built nine Z36s so far, and most of these owners are former sailors, more knowledgeable than most. They know the benefits of this hull shape.”

My own Growler is hull number 6 in the Zimmerman 36 line, so my opinion falls right in line with Steve’s comments. Whenever we’re rafted up next to trawlers and other cruisers or docked among the Trawler Fest fleet, I always see Growler as a ballet slipper among a collection of hiking boots. She seems so graceful, yet I know she has the teeth to run with all of them. To use another analogy, she’s much like a tea bag. People don’t understand how strong she is until she’s put in hot water.

The Zimmerman 36 is based on a Spencer Lincolndesigned hull, while Reunion is built with the proven Jarvis Newman 46-foot hull. I asked Steve about the change from the Lincoln hull form, as there is a 48-foot Lincoln hull out there, made by Duffy in Maine.

“The 48 is much larger than the Jarvis Newman hull, and we felt it was too big for this project,” Steve told me. “The Jarvis Newman hull has a 15-foot beam, while the Duffy hull is 18 feet. That is a pretty big difference.”

The principal upgrade of the 36-footer is the addition of a second stateroom. Duffy’s 38- and 42-foot hulls would not be quite large enough for a second stateroom, although they would allow a huge master stateroom.

I also spoke with Doug Zurn, whose office in Marblehead, Massachusetts, did much of the engineering and design work for the Zimmerman 46. Zurn Yacht Design is noted for thinking that is out of the box, so to speak. Zurn’s work crosses many boundaries, from the slippery Bruckmann daysailer to Bob Johnstone’s MJM 29 and 34, the CW Hood 50, the Lyman Morse 62, and the Marlow Explorer series. Zurn Yacht Design is all about contemporary design philosophy, but the firm’s yachts all have traditional appeal.

“The Downeast hull form is a proven design,” Zurn explained. “People earn a living with these boats, as they are safe and comfortable 365 days of the year. Typically built with high scantlings, they are heavier built that most boats. The fiberglass and interiors are heavier, which provides added seaworthiness.

“The low freeboard allows for handling pots over the side, yet it is high enough to keep out the sea when it is rough. The graceful sheer is attractive to look at, and the deep cockpit works extremely well.

“These hull shapes are good for semi-displacement boats, with great propeller protection and full keels. This makes them more stable in ‘lobster mode’ when trawling, where deep-V boats would be uncomfortable. These hulls have a deep forefoot, where a deep-V hull is shallow at the forward end and deeper at the aft end. They are very different hull shapes.”

When I asked for some specifics regarding what his design firm did on this boat, Zurn told me they changed the deck mold a bit, making it more aesthetic than the original mold, and altered the hardtop length and pitch to give it more camber. They also laid out the major systems, such as propulsion and steering, the arrangement plan, and deck hardware. They even included a soft patch in the hard top for engine removal, per Steve Zimmerman’s request. As part of the project, the firm also looked at all flotation aspects of the new boat, conducting extensive weight studies to eliminate any surprises when the finished yacht splashed.

The relationship between Steve Zimmerman and the Zurn Yacht Design team of Craig Gordon and Doug Zurn proved a successful effort, and the resulting Reunion, a project that spanned 20 months, is a wonderful interpretation of the Downeast concept.

Let’s go aboard.

COVERED COCKPIT

The teak-lined cockpit measures roughly 8 feet long by 10-1/2 feet wide. One steps aboard the swim platform to enter the cockpit through a transom door, say from a floating dock, or boards via the 14-inch-wide side deck, which is 23 inches off the cockpit sole. Cockpit steps assist in this maneuver.

Three large lazarette lockers, each 28 inches deep, will swallow an enormous amount of gear. A locker on one side of the cockpit houses the 50-amp Cablemaster shorepower cord, while a second locker holds the boat’s three 10-lb. propane tanks. Port and starboard side lockers hold loose gear, and one contains the ESI fuel polishing system. There are faucets for fresh and salt water, as well as a cockpit shower.

The covered boat deck is a really good feature of the Zimmerman 46, and I often wonder why these are so seldom seen on Downeast boats. Sitting in the aft cockpit while at anchor in the Bahamas, shaded from the intense tropical sun and with a lovely breeze flowing through the boat’s open hatches, provides a wonderful experience. It would be a completely different story without that overhead protection.

Reunion is fitted with tracks to hold a full enclosure for bug screens. And with an Eisenglass enclosure, one can boast about having an additional living area when the weather is cold or rainy.

Headroom in the covered cockpit is 7 feet 10 inches at the centerline and 7 feet 4 inches at the side decks. A substantial 1-1/2-inch stainless steel rail that stands 30 inches off the deck runs forward from the cockpit and extends up to the bow. The side decks begin at 14 inches wide at the cockpit and widen to 20 inches near the bow. There are two midship cleats port and starboard to ease management of spring lines.

Looking at this hardware, I was reminded that above the waterline, Zimmerman Marine makes extensive use of Corecell closed-cell PVC foam in its boat construction. And these folks are fanatical about making sure all hardware and fastener installations in core material are done properly, removing surrounding core and carefully replacing it with epoxy to create a seal and avoid core compression when the hardware is installed. Zimmerman has the advantage of being a boatbuilder whose central business is yacht repair, and the benefits show in such details. When attempting to keep out moisture, too many builders rely on simple marine sealants, which lose their protective properties after a few years. The result is usually an expensive and tedious repair of violated core integrity.

Reunion has a Maxwell 2200 windlass for the 66-lb. Lewmar claw anchor. As a huge fan of big anchors, I think the Lewmar almost looks small on the Z46, so inyour- face is her Downeast bow. A washdown pump is very important on an uncluttered foredeck like this one, as any mud riding up on the chain rode will run down the length of the boat if it is not removed as it comes out of the water. (Unfortunately, few boats have mud dams to prevent this problem. As we all know, there are occasions when one needs to get that anchor up and move the boat now, and there’s no time for a leisurely washdown routine.)

The large forward windows sit 20 feet from the bow, which is 6 feet 8 inches off the water. The massive foredeck has three solar vents, three opening hatches, and a deck prism for bringing light in below. It is a very traditional touch.

A COMFORTABLE INTERIOR

Back in the cockpit, a single step up leads one to the saloon. Port and starboard doors offer entry from the side decks.

The layout of the Z46 is very similar to that of the Zimmerman 36, with a large, comfortable saloon featuring an L-shaped settee on the port side, space for a relaxing reclining chair and an entertainment center on the starboard side. The interior of Reunion is a mix of cherry, cypress, and maple and is both contemporary and traditional, open and cozy. The blend of hardwoods and a light interior liner works well. The large windows and ports provide a wonderful view from the saloon and terrific ventilation if there is a breeze.

The forward end of the saloon has a chart table on one side and a complete helm on the starboard side. The saloon space measures 12 feet long and 11 feet wide. The large, opening windows all have screens, and the sliding door from the cockpit features a full-height window.

The comfy Ekornes Stressless recliner and ottoman sit next to a marble-topped entertainment center, complete with bookshelves, storage, and electronics. The boat’s electrical panel is at the forward end.

Several large hatches in the saloon sole provide access to Reunion’s Holy Place. I was impressed with the engine room access on this boat, with headroom between 46 and 49 inches around most of the space. Access to all of the systems normally found on a well-outfitted cruising boat is good, even for us older folk.

The single Yanmar 8SY-STP diesel engine is rated at 900hp, and it’s mated to a Twin Disc V-Drive (with 1.98:1 reduction) to spin a 2.75-inch Aquamet propeller shaft. The ladder into the engine room is removable, which makes reaching the Northern Lights 12.5kW genset for maintenance and routine checks a simple task. Fuel filters and manifolds are out in the open, so there’s no squeezing around a hot engine to switch valves.

Two aluminum fuel tanks totaling 700 gallons sit outboard of the engine. Venting is accomplished by Delta T Systems’ excellent Moisture Eliminators, which keep moisture and salt from entering the engine room. I’m seeing these units on many upper-end cruising boats, and everyone speaks highly of this equipment.

All of the electrical components are neatly wired and labeled, and I could find nothing to fault. This is no revelation, as any yacht repair yard that decides to build a boat is likely to make sure that everything is accessible and done right. After all, the yard will most likely have to maintain it.

On the forward bulkhead are some of the guts of the Krill system, well marked and neatly installed. This relatively new product monitors equipment temperature, levels, and functions, displaying information in many forms, along with user-defined alarms, on the ship’s computer. I spoke with Casey Cox of Krill Systems, which is based in Bainbridge Island, Washington. He explained that the sensor boxes are connected by Ethernet cables to sensors around the boat. Reunion has four sensor boxes, one for electrical systems and three for tank levels (one per tank). He said anything that has rotating components, such as stuffing boxes and alternators, generates heat and therefore can be monitored by temperature sensors. These sensors can be set to let the owner know something is amiss before a vital part fails and it is too late.

Battery banks, electrical systems, and tank levels all are candidates for monitoring, and more equipment is expected to be added to the list as the technology develops. “We’re at the tip of the iceberg,” Casey told me. “All we do is measure information. We don’t yet interpret that data or perform diagnostics.” Yet.

Using a Linksys wireless router with a Verizon AirCard, the owners of Reunion can monitor the boat’s condition from their home, and the boat can be set to communicate with them if a preprogrammed alarm reaches a threshold. Technology is very much in evidence aboard Reunion.

As I climbed back up from the engine space, I noticed clever shades all around the boat that can be drawn closed for complete privacy. It is a very nice touch, and very inconspicuous.

There are two electrically operated Stidd chairs at the chart table and helm. Stidd defines today’s standard in seating. I’ve spent thousands of hours in Stidd chairs over the past dozen years, and they are outstanding. New helm chairs are now on the scene, but Stidd set the mark years ago.

A beautiful custom cherry helm console provides enough real estate for modern networked electronics, engine information, and radios. Everything is right there, even a remote gauge to show vacuum levels at the primary fuel filters. Running the boat from this helm should be a real treat for years to come. Reunion has a mix of Raymarine E-Series electronics, and a Simrad autopilot and AIS. Additional navigation is performed with a Nobeltec system on a PC.

The chart table, much more than just a nice table, is another interesting detail. A flat-panel TV rises from the table when activated by a wireless remote and sits in an ideal location. Watching the TV emerge from the table, like a time-lapse video of a flower blooming, is very impressive. I can only imagine how long it took to figure out the engineering for this marvel.

Sitting in the Ekornes recliner with your feet up on the matching ottoman, lights turned down low, and a glass of chilled Amarone in hand as you watch The Guardian in surround sound may seem overly decadent in a quiet anchorage. But hey, you worked hard to get here, so sit back, chill out, and let the world go on without you.

FORWARD ACCOMMODATIONS

Descend four steps and you’re in the galley. The cathedral ceiling, a lovely feature of the Zimmerman 36 as well, has the pleasing effect of making the galley down feel like it’s not really down. The large windows overhead keep it light and open, and the cook, working securely at a Corian counter and with a full range of appliances, stays fully connected to those at the helm or in the saloon. The cook also has a great view out the opening port.

The maple flooring is a nice alternative to teak and adds to the traditional yet contemporary interior. (I know I’ve repeated this, but it is true. In many ways, the boat feels like it could be related to a Herreshoff yacht; at the same time, it feels just like a modern home. It is remarkable, and very comfortable.)

It is worth mentioning that this is a custom boat, so colors, appliances, and interior arrangements are subject to owner preferences. On Reunion, a sliding door opens to a space that neatly hides a cat’s litter box; it’s built into a structure that also serves as a wet bar. That area could function as a pantry or could become part of an open office space that leads into the second stateroom. With two bunk berths, a built-in bureau with drawers and a hanging locker, and an en-suite head, Reunion has a pretty decent guest stateroom. (The slide-out saloon settee can provide temporary berthing for additional guests.)

The doors in the living spaces are all pocket doors, and they stay open most of the time, enhancing the airiness of the interior. Just forward of the galley is the master ensuite head. It is large, roomy, perfectly proportioned, and uses the available space efficiently. Zimmerman and Zurn get two thumbs up for that. The one-piece separate shower is well sized and includes a seat. The head also has an opening port and overhead hatch.

You’ll find the aforementioned deck prism in the middle of the 26-inch-wide companionway that leads to the master stateroom. The prism radiates bright light into the living spaces to complement the overhead hatches and many opening ports.

The master cabin, in the bow, is more than 10 feet long and has a centerline queen berth. Four opening ports and a 24-inch square hatch overhead keep the stateroom bright. There is lots of storage in this cabin: a bureau, two large hanging lockers, and deep, cedar-lined drawers under the berth. For the cruising mission that the Z46 clearly supports, it is all here. I’m not saying the Zimmerman 46 has the storage for full-time living that one would find in a full-displacement Krogen 48, for example, but for general extended cruising, she has enough to do the job. It’s a matter of compromise.

With a minimum of 6 feet 6 inches of headroom, the master stateroom is also full of lovely little treats that suggest quality boatbuilding is still alive and well in this country. Have a triangular surface that follows the hull shape? No problem; let’s create an inlaid lid in the same shape to form a special locker. And why don’t we angle the lockers to follow the cabin lines? Now that’s nice.

It was fun to sit and take in all of these rich details and watch the rainbow of colors dancing on the sole from the deck prism.

IT ALL COMES TOGETHER

Steve Zimmerman and I spent some time together running Reunion on a cloudy fall day on Mobjack Bay. We were alone, and as I brought Reunion up to speed, I was blown away by her light steering. Steve laughed as he explained that the boat has power hydraulic steering, and that, no, he couldn’t retrofit it on Growler. Bummer.

This boat runs strong and true, and the Yanmar diesel (built by Scandia in Sweden and marketed by Yanmar in the U.S.) sounds thunderous. The combination of this engine and the Jarvis Newman hull is ideal, although Zurn commented that it is about as large an engine as one should put in this hull. Senses come alive when running a special boat alone on a quiet bay, and I was all smiles. There’s not much one can’t do with Reunion. She sounds like a P-47 Thunderbolt but dances like a Spitfire.

The Zimmerman 46 tracks well at all speeds, from 8-knot displacement speeds to a top end of 25 knots. Cruise speed is in the range of 19–21 knots.

I noted sound measurements around the boat, but, unfortunately, a misalignment in the shaft coupling threw off the readings. After the alignment was corrected, subsequent measurements taken by Steve found 77dBA in the saloon at 16 knots. At 9.5 knots, she is whisper quiet.

Somewhat unusual for a true Downeast lobsterboat, Doug Zurn specified trim tabs for Reunion, using Volvo’s new QL Interceptors. These unusual trim tabs are blades that come down vertically below the transom, and the effect is a marked improvement in forward visibility because the bow lowers. Speed increases as well, but the lowered bow is the more noticeable improvement. Lobsterboats always run with their bows up, and lots of times this creates a blind spot, a worry on crowded waterways.

All boats have a sweet spot—a special purpose—and no one boat can be expected to do everything well. But some boats fit a wider range of use than others, and the Downeast hull form is proving to be such a design. With an hourglass shape forward and a flatter section aft, along with a deep full keel, this hull indeed does a lot of things well in a variety of conditions. Runs to Bermuda are easily within the ability of a boat such as Reunion, as is extended cruising across North America, the Caribbean, Mexico, and Central America. The Great Circle, in its many variations, is a perfect cruising ground for a Downeast yacht. And the boat can be readily shipped around the world, using the blossoming yacht delivery industry, so exploring the French and European canals is very doable. Given its footprint, you’d have the perfect boat for a waterway adventure, without significant draft and height limitations.

Reunion is certainly at the upper end of the Downeast hull form in terms of her size and the cost to produce such a custom jewel. She represents what can be accomplished when a talented boatbuilder gets some assistance from a gifted designer and tweaks a proven design, bringing us a modern interpretation of the ideal lobster yacht.

I’d say Steve Zimmerman has succeeded in all respects.

Reprinted with permission. Copyright 2008 © Dominion Enterprises (888.487.2953) www.passagemaker.com

You are reading the text-only copy of this article. To access the article as it appeared in PassageMaker Magazine, please log in to purchase and download the PDF version of this article.