Raised in the small mining towns of northern Ontario, Derek found his interest for all things ocean watching Mike Nelson on Sea Hunt, the 1950s television series. While backpacking in Europe in 1972, Derek was offered his first position as crew on a pre-war wooden cutter bound for Brazil. This is when the passion came to life. Derek learned navigation and seamanship during this voyage, and his talents have grown exponentially over the years.
By 1986, Derek had owned 2 of his own sailing vessels and spent 12 years cruising the Caribbean and Pacific Islands. Derek then captained sailing yachts up to 80 feet in size both privately owned and by charter and has delivered vessels to all corners of the globe.
He has logged over 175,000 nautical miles and completed 7 trans-Atlantic and 3 trans-Pacific crossings. In 2002 Derek began a new chapter as a yacht broker, working for a local brokerage in Fort Lauderdale. It wasn’t long before Derek’s knowledge and expertise brought him to the forefront as the “go-to guy” for sailing vessels within the firm. Honest, easygoing and knowledgeable are a few of the adjectives previous clients have used to describe Derek. He now hopes to help you achieve the dream he has lived.View Broker (Derek Jarvis)
|Yacht Name:||My Way III|
My Way lll is a 1996 model with the popular B plan interior and one of the 17 flybridge 46's built. This model was produced from the late '80s until the early 2000s and along with the 62 was Norhavn's first entry into trawlers.
These boats have an unparalleled reputation for safety underway while logging hundreds of thousands of miles on all the world's oceans.
The B plan features the owner's stateroom forward, with a guest cabin plus 2 heads with separate shower stalls.
The main salon is aft of the galley to port and has a foldout teak table to port and a built in sette to starboard.
There are dual helms, one in the bridge and one on the flybridge.
The main engine is a Lugger L6414D rated at 143 hp. There is also a Yanmar 27hp wing engine with a separate max prop.
She has a range of 3000 miles and has been one of the most successful Norhavn models ever built.
The present owner singlehanded the boat up from St Lucia earlier this past year.
While on the hard the Naiad stabilizer system was completely rebuilt. The bronze thru-hulls were also replaced (2020).
My Way lll is priced to sell at well below market price. She has cosmetics that need to be brought back along with some non-engine mechanicals.
|Water Tank Capacity:||300 Gallons|
|Fuel Tank Capacity:||1000 Gallons|
|Number of Engines:||1|
My Way lll has the Plan B interior arrangement with master stateroom forward and the guest stateroom aft and on the port side.
The master head is located to starboard closest to the master stateroom while the guest/day head is farther aft to starboard across from the guest quarters.
The hallway leads up five stairs into the pilothouse. In the pilothouse, there is a table with a sea berth behind it.
Looking forward, is the helm, electrical panel, navigation electronics, throttles, and large windows that give an excellent view of the bow and beyond. There are two heavy-duty sliding doors, port and starboard that lead to the exterior. Outside and aft of the port door is the stairs leading to the flybridge. Both doors lead to the walk around to the aft deck as well as the Portuguese bridge and bow.
From the pilothouse's starboard side, four steps lead you down to the main salon and galley.
The galley is the forward part of the salon with an island dividing the two. It runs from amidships to the port side.
The salon is full width with an "L" shaped settee to port and a comfortable bench berth to starboard.
The is an entrance to the aft deck that has a sliding door.
The flybridge is an excellent are for helming the boat either in docking situations or in skinny or reefy water. There is a wheel, bow thruster control, stereo, VHF radio and engine controls within easy reach. Behind that, there is seating, engine stack, storage, dinghy, and solar panels. The is also an arm for lowering and raising the dinghy.
From the aft deck, there is the entrance to the swim platform.
The master is forward on My Way lll and features an island queen berth with four drawers underneath. To each side, there are numerous lockers for storage, all with louvered doors. There is a seat at the foot of the bed, to port and a large chest of eight pullout drawers with a desktop and large mirror. Above are two small hatches and one large one for light and fresh air.
This area is all done in teak and is air-conditioned.
From the master, we find the master head to starboard with sink, mirror, Corian countertop, marine toilet, and separate shower stall. There are a number of drawers and lockers for storage.
Aft and on the same side is the guest/day head which is smaller than the master but with the same utilities.
Right across the passageway is the guest cabin/office. There is a pullout double berth and a single berth right above. Across, in the same area, is a large desk suitable for an office and a number of drawers and lockers. The cabin is mostly white laminate with teak accents and teak louvered doors and drawers.
The access to the engine room is via a door in this cabin.
The galley is the forward part of the salon area. It is separated from salon by an island countertop.
Salon features include:
The Nordhavn 46 is the result of years of experience and research done in recognition of the need for a yacht possessing world cruising capability that is manageable by today's cruising couple. The 46-foot Long Range Cruiser offers a combination of technical features, luxury accommodations, overall performance, and aesthetic appeal. This vessel will travel comfortably, quietly, reliably, and safely at 8.5 knots for up to 3,000 miles. P.A.E. Yacht Builders in Dana Point have built a solid reputation for designing and producing MASON series sailboats. The Nordhavn 46 is a serious offshore powerboat designed for the sailor who desires the advantages of a power boat. Underway, the aft deck is quiet and exhaust-free (just like sailing). The displacement hull, with its gracefully designed transom, creates a minimum wake at cruising speed. The dry exhaust eliminates diesel smoke and noise, and the 30-foot propeller, driven through a three-to-one reduction, minimizes the vibration and cavitation noise. The aft salon and wheel house doors may be left open without sucking the exhaust gas into the salon. The large main salon leaves room for a passageway on the starboard side. The port side provides space for handling dock - spring lines, and transom-type doors on both the port side and the starboard side provide easy boarding. A Portuguese bridge wraps completely around the wheelhouse, and a door in the bridge coaming allows easy access to the foredeck. The entire deck area is finished with a non-skid raised molded diamond pattern. There is adequate room on the boat deck for a large inflatable rigid tender. The yacht's boom or an optional davit can raise and lower the dingy. The spar can accommodate instrumentation, antennas, radar, and a steadying sail. Access from the aft deck is provided by a ladder. The wheelhouse is located amidships where the pitching motion of the yacht is felt least, a detail that is important in offshore conditions. The position of the wheelhouse combined with the forward angle of the windows, Portuguese bridge coaming, and high bows make storm damage highly unlikely. The offwatch partner can sleep within reaching distance of the person on watch, which is particularly important on a couple-crewed yacht. The settee back folds up making the single-watch bunk into a comfortable double berth. The wheelhouse is an excellent place to dine, as it offers a panoramic view and cross-ventilation through open windows and doors. The owner's stateroom is amidships to minimize motion, and the noise level is very low. The heavy, sound insulated, structural bulkhead separates the stateroom from the engine room. Plenty of natural ventilation is provided through four opening hull ports and on deck, dorade-type vents. Included are queen-size berth, vanity, and two large hanging lockers (one under steps). The guest stateroom features a large double-berth, with an opposing settee - single-berth. The stateroom has excellent ventilation, a separate head with stall shower, spacious hanging lockers, and is separated from the owner's stateroom with solid structural bulkheads. The main salon's open and airy living area measures eleven feet by twelve feet, offering room for a wood-burning fireplace, and an L-shaped settee and two easy chairs provide seating for six. Opening marine windows provide ventilation, light and a view of the yacht's surroundings, and the partially shaded after deck is accessed through a large sliding door. Out of the main stream of salon traffic, the efficiently designed galley has abundant storage and counter space. Room is provided for a microwave oven and trash compactor, and there is an abundance of natural light and ventilation. The engine room is accessed via a floor hatch or through a walk-in door in the aft head compartment. Numerous large hatches are provided within the main salon solely for major repair or removal of equipment, and a small hatch and ladder are provided when access through the head compartment is impractical. There's partial head room within the engine compartment and space is provided for easy maintenance of engine(s), generator, and the ship's machinery. Producing an ocean-going yacht with unlimited range necessitates the full displacement hull. There is no way to get the combination of range, seakindly motion, structural integrity, and load-carrying capability, and still have a planing hull. While semi-displacement hulls are capable of higher speeds with horsepower, they also require significantly more horsepower at low speeds. This higher power requirement consumes more fuel, requires larger engines, and generates more noise and vibration. The pitching motion of the displacement hull is much softer than that of the semi-planing hull. The deep entry of the displacement hull eliminates pounding, and the easier entry and increased weight cause less deceleration and acceleration as the vessel passes through head seas. Running off the wind, the displacement hull with its full-length keel and large attached rudders offers better directional control and is easier to handle for helmsman or autopilot. The true displacement hull provides maximum stability, seakindliness, and economy. Hull shape plays a large part in steering performance. Any vessel designed to run at speed length ratio of over 1.6 must rely upon lift to semi-plane over the water. A broad, flat transom is required to generate this dynamic lift. Characteristically, this type vessel steers badly with the seas on the quarter or astern. The Nordhavn's full-displacement hull, designed to run at an S-L of 1.34, does not need the dynamic lift and therefore has a properly designed stern for down wind running. Even equipped with twins, it handles better than the semi-displacement vessel. A single 143-hp engine provides plenty of power and allows a cruising range of 3,000 nautical miles with 1,000 gallons of fuel. The single configuration is beneficial for several reasons. The large, slow-turning single propeller is completely protected from floating debris within the propeller aperture and will not make contact with the ocean bottom in the event of an unintentional grounding. In a twin engine application, not only are the propellers vulnerable, but the propeller shafts, shaft struts and, more importantly, the rudders are in equal danger. Almost all modern vessels used in the world's fisheries have single propulsion engines, and those that have two engines generally drive one propeller shaft. A 46.8-horsepower propeller drives this hull to a speed of 8.3 knots (9 knots is possible with some sacrifice in range). Having the large rudder directly behind the propeller and full length keel causes the vessel to steer more easily under adverse conditions. A common complaint among twin engine, semi-displacement, flat-transomed hulls, is the difficulty in maintaining directional control while running off the wind. This causes fatigue for the helmsman, excessive wear and tear for autopilot and steering gear, and an uncomfortable ride. In a single engine application, the engine can be located in the lowest possible hull position and, therefore, the shaft angle from the engine to the propeller can be minimized. Ideally, the thrust should be as close to perpendicular as possible to the vessel's waterline. In other words, a completely horizontal shaft line is best. In a twin engine application the engines must be moved outboard, not in the lowest part of the hull. The props must be located as deep as possible so there is no choice but to increase shaft angle. The loss of efficiency in a twin engine installation is due to the drag of two rudders, along with two propeller shafts and shaft struts, the greater slip of the two smaller propellers, the mechanical inefficiency of two smaller engines and their respective transmissions, and the increased shaft angles of each engine. In a single engine configuration the rudder lies directly behind the keel and when it is not deflected during a course correction, it adds very little additional drag. Twin engines can easily be provided. A 27-hp Sailboat diesel auxiliary driving a separate shaft with a folding propeller (an attractive alternative to twin engines) can be installed alongside the main engine. This auxiliary can provide up to 6 knots of headway. The auxiliary can be fitted with high-output alternators, A.C. generators, or refer compressors to further justify its installation. An electric or hydraulic bow thruster is available for additional maneuverability. With a displacement hull, twin engines are requested for only two reasons: reliability and low-speed docking maneuverability. In lieu of twins, a combination of a bow thruster and wing engine are recommended. With this combination, the vessel's seakeeping qualities are not compromised, and greater maneuverability and reliability will be achieved than with the typical twin engine configuration. NORDHAVN DESIGN COMMENTS: 1. Displacement - Length Ratio (D-L) is a useful tool in comparing the relative weights of different size vessels. As noted by the renowned naval architect, R. Beebe, a vessel around 50-feet LOA with a displacement length ratio under 270 would not be suitable for a true ocean crossing vessel. A vessel with a D-L below 270 would have a hard time carrying the fuel and supplies needed for a long range trip, and would not offer a motion at sea tolerable for a long passage. The D-L of the Nordhavn is 383, heavy by yacht standards, but a D-L in excess of 450 is considered normal for a true fishing trawler. The 383 D-L is a result of the Nordhavn's 8,000 pounds of ballast, heavy construction scantlings, and large fluid capacities. This D-L ratio results in a seakindly motion and load carrying capability. The addition of 2,021 pounds results in a submersion of only one inch if the load is evenly distributed. 2. The Above Water - Below Water Ratio (A-B ratio) is the side-view ratio of area of the vessel above water to that below water. With the demand for luxurious accommodations and the cost per pound of building yachts, the A-B ratio can get beyond acceptable limits for the ocean cruising vessel. An A-B ratio between 2.1 and 2.6 is proper for this type of yacht with a ratio as low as possible preferred. The Nordhavn has an A-B ratio of 2.3. 3. The prismatic coefficient and speed - length ratio should be viewed together. The prismatic coefficient is a comparison of the actual volume of the hull below the waterline in cubic feet to what the volume would be if the body were a 'prism' composed of the largest section from the lines carried the full length of the waterline. The designer will massage the lines of his design to develop the prismatic coefficient that best matches the desired speed - length ratio of the vessel. In a full displacement hull the maximum efficient speed - length ratio is 1.34. This figure represents 1.34 x the square root of the waterline. If a vessel is designed with maximum range as a goal, without regard to speed, the designer would probably select a prismatic coefficient which would match up with a lower speed - length ratio. The prismatic coefficient selected for the Nordhavn is 63 which matches up with the maximum speed - length ratio of 1.34. This means the Nordhavn is designed to run most efficiently at 8.3 knots. 4. Due to a combination of form and ballast stability, the Nordhavn has the ability to right itself in the most severe conditions. Approximately 68,000 foot pounds is required to heel the Nordhavn 30 degrees, 92,000 foot pounds for 60 degrees, and 56,000 foot pounds for 150 degrees. 120 degrees is the target for positive stability as adopted by the USYRU for offshore sailing yachts. The Nordhavn beats this target by another 30 degrees.