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Key inquiry questions: • Who was onboard the HMB Endeavour and what did they do? • What can we learn from the lives of the HMB Endeavour crew? The muster book The muster book or list of names on board Endeavour counted 94 men and boys when the ship sailed from England on August 26, 1768 to Tahiti to observe the transit of Venus.   The crew included: • 6 Commissioned Officers chosen by the Royal Navy to sail the ship including the commander, lieutenants and the midshipmen who were officers in training. • 6 warrant officers, who did specific work to care for the ship and crew. These roles included the master, the gunner, boatswain (bosun), surgeon, carpenter, armourer and sailmaker.  • 38 Able Seamen, experienced sailors who also had other roles such as the butcher or cook. • 12 marines in case avoid trouble amongst the crew and attack from foreigners and Indigenous peoples that the ship may encounter on its journey. They were sometimes required to work shoulder to shoulder with the crew. • Assistants, 'mates', to the master, the carpenter, the boatswain and the surgeon.  • Servants to the officers and gentlemen Access the full crew list HERE    The Master and his servant  Isaac Manley was servant to Robert Molineaux, the master of the ship. The most senior of the warrant officers the master's main duty was to navigate and oversee the day to day running of the ship under the direction of the captain. At 13, Manley was commencing his career in the Navy as an apprentice and 'young gentleman'. From Molineaux he learnt about life at sea, how to sail the ship, use navigational equipment to navigate safely and how to manage in emergencies such as when the Endeavour was wrecked on the Great Barrier Reef. He was appointed a midshipman in February 1771 after the deaths of Midshipmen Bootie and Monkhouse and continued to have a successful career until his death in 1862. What was life aboard Endeavor like for a young boy? How did Isaac Manley view the actions of Cook, Banks and others? What did Isaac learn from his experiences of sailing in the South Pacific? Engage with the book Captain Cook's Apprentice by Robert Hill 2008 to learn about life on the Endeavour through Isaac Manley who served on the ship when he was 13 years old. Access the literature pack at HMB Endeavour Teacher Resources . Young Nick At 11 years of age, Nicholas Young was the youngest onboard the ship. He was servant to William Monkhouse, the ship's surgeon and was the first to sight land on their approach to New Zealand. After returning to England he went on to become a servant of Joseph Banks. A bronze statue of Young Nick is located in Waikanae Beach, Gisborne, New Zealand to commemorate the sighting. Engage with the book Stowaway by Karen Hesse 2000 to learn about life on board the Endeavour through Young Nick. Access the literature pack at HMB Endeavour Teacher Resources . What do the people on board HMB Endeavour reveal about the past? How should we view the bronze statue of Young Nick? Further reading: https://www.bl.uk/the-voyages-of-captain-james-cook/articles/tupaia-the-navigator-priest-and-artist Main image:  Cook's Journal displayed on Cook's personal writing desk, James Cook (1728–1779), Journal of H.M.S. Endeavour 1768-1771, nla.gov.au/nla.cat-vn3525402

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ALAN WARWICK 1934–2018

Born in Wellington in 1934, Warwick moved to Auckland in 1952 to begin an architectural degree.

He started sailing in M Class yachts and, after buying and sailing a Des Townson Zephyr, began building his first keeler in 1962, a 6.7m Townson Pied Piper.

Warwick joined Chris Bouzaid’s Rainbow II campaign to win the 1969 One Ton Cup (OTC), before heading up Lou Fisher’s Young Nick campaign for the 1971 OTC.

He also worked with Laurie Davidson on the design of the Half Tonner Swooper of Cox’s Creek, which later became the basis for the GRP production Davidson 31.

His first commission was the IOR quarter tonner, Quarter Pint, while his second was the well-known Longfellow. He also designed the 747 and 927 Stratus cruiser/ racers, the Trojan 750 trailer-sailer, numerous sailing dinghies and a number of powerboats for Sea Nymph.

His first major offshore success was the Cardinal range of yachts, built in Taiwan, the success of which led him to found Warwick Yacht Design (WYD) in 1980.

Over the years WYD designed performance sloops, monohulls, multihulls, sportsfishers, luxury super yachts, high-speed launches, long-distance displacement cruisers, commercial boats and, increasingly, luxury, one-off commissions.

Many luxury commissions were built in Europe and Turkey. In all, Warwick and his team designed more than 500 boats, making him one of this country’s most prolific and successful yacht designers.

To him, boat design was as much about the form as the function. Attention to detail was paramount.

WYD was a family business, with wife Gael having considerable input into interior design and son Bruce specialising in CAD design. This gave Warwick the freedom to focus on client relationships, overall concepts and mentoring staff.

Like everyone in the industry, the 2008 GFC impacted on WYD’s business and it had to retrench. Over the last few years, Warwick had increasingly been passing the baton to Bruce although he continued to take a keen interest in all aspects of WYD.

Warwick unexpectedly died on September 20 at North Shore Hospital following complications from an injury suffered in Samoa. He’s survived by his wife Gael, children Bruce, David, Malcolm and Sondra, and numerous grandchildren and great-grandchildren.

Published on November 27th, 2013 | by Editor

Revisiting the One Ton Cup era

Published on November 27th, 2013 by Editor -->

Back in the day, when grand prix handicap racing was going bonkers, the One Ton Cup was among the holy grails in the sport. Reputations were made at the One Ton Cup.

The One Ton Cup was first created in the early 1900s for the 6 meter class, but it became an ocean racing championship in 1965 when the RORC, and then later IOR, handicap rules gained traction. A “one tonner” was a specific handicap rating number, thus providing designers the target to create the fastest boat.

And they would all gather each year to race for the Cup.

Now, with the Cup long since fought over, 2-time One Ton Cup champion Chris Bouzaid (1969 and 1972) and the Royal New Zealand Yacht Squadron are seeking an indication of potential interest in a proposed “One Ton Cup Revisited” regatta, in Auckland, New Zealand, in February/March 2015.

The regatta would celebrate the (near) 50 th anniversary of the One Ton Cup switching from metre class yachts to offshore racers, using an international rule (RORC) to measure and rate contestants. This was when interest in the Cup went global and led to One Tonners being regarded as the Formula One class of ocean racing.

Click here for updated information.

The current thinking is to cater for RORC and IOR One Tonners that were eligible for Cup competition between (and including) the years 1965 to 1983. The Cup increased the boat size in 1984.

The IRC Rating Rule would be used to equitably handicap the fleet which would be raced in two classes – RORC and IOR yachts 1965 to 1971 (inclusive), and IOR yachts 1971 to 1983 (inclusive).

The RNZYS has had a long involvement in the modern era of the event, competing for the Cup no less than 12 times, in seven different countries. In the process, it has won the Cup on five occasions and hosted the event twice.  

The current proposal for the “Revisited” regatta would be to mirror the One Ton Cup of old – such that there would be three inshore races, a short ocean race and a proper ocean race. In deference to contestants and boats, however, the inshore races would be of approximately 20 miles length, while the short ocean race would be a 40-miler (approx) and the ocean race a 100-miler (approx).

There would be a Prix d’ Elegance and other innovative awards, with an opening ceremony and  prizegiving that would do full justice to New Zealand’s legendary record for celebrating major sailing occasions.

There would also be a New Zealand Millennium Cup super yacht and One Ton Cup Revisited weekend at the beautiful Hauraki Gulf island of Kawau, with its famous Mansion House which, in the mid-to-late 1800s, was the residence of the then Governor of New Zealand, Sir George Grey.

This will be a high-profile sailing period in Auckland.

The Finn Gold Cup will be raced off Takapuna Beach in February 2015, while the Volvo Ocean Race fleet is scheduled to arrive in Auckland (from China) on or about around 26 February 2015, and leave for Itajai, in Brazil, on 15 March 2015.

The proposed “One Ton Cup Revisited” would be an important and integral part of this major celebration of sail.

Those interested should communicate, by email that interest, with brief detail of the One Tonner that might/would be involved: Alan Sefton, [email protected]

Below is an example of boats that were eligible One Tonners up to and including 1983 (updated Dec 4, 2013 but by no means definitive). Please email the Scuttlebutt editor with any corrections and/or additions:

Boat list as of December 4, 2013 Boat list as of November 27, 2013

Tags: handicapping , IOR , One Ton Cup , RORC

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19 December 2014

One ton cup 1972.

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Young Nick is an Olin Stephens designed 36' sloop that represented New Zealand in the One Ton Cup in the early 1970's

• Designer: Olin Stephens (1969) (SS 2035)
• Builder: Brin Wilson (1970)
• Owner: Lou Fisher (1970-1973)
• Skipper: Alan Warwick (1971-1972)
• Navigator: Bevan Woolley (1971-1972)
• LOA 36' 5 1/4"
• Beam 10' 9 3/4"
• Draught 6' 1 1/2"
• Displacement 13,930 lb
• One Ton Cup: 1971 - Auckland - came 3 rd
• One Ton Cup: 1972 - Sydney - came 5 th

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Born Again Boater: Nick gets a reprieve

After being outbid on his dream boat, our Born Again Boater Nick Burnham gets a second chance

‘This whole boat buying sage is starting to unravel’ I muse, staring for the umpteenth time at a sea of sub £10,000 boats on the Internet, none of which can hold a candle to that Skibsplast .

Should I have just paid the owner what he wanted after he reduced the price? Someone clearly thought it was worth more.

It’s a fortnight since I was outbid, and I look at the details online again, despite the knowledge that I really shouldn’t torture myself. It is a brilliant boat but it will take time and money to get it up to standard. I know my offer was right.

As I gaze at the photos on Parkstone’s web site it occurs to me that the boat is still showing ‘Sale pending’, not ‘Sold’. I wonder…

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The buyer will have the results within a couple of days and a decision will then be forthcoming.

I let her know I’ve not found anything else (beyond an absolutely stunning diesel engined Sunseeker Mustang that I can’t afford, but nearly buy anyway). She promises to let me know if anything changes.

Which, incredibly, two days later it does! The buyer has received both surveys, there is a whole litany of small issues and he’s pulled out! Better yet, as the surveys are of no further use to him he’s happy for the broker to share them.

(An important point here, if you use someone else’s survey the surveyor has zero responsibility to you if it proves he’s missed something. His only responsibility is to the person that actually commissioned the survey).

Could it really be this easy? No of course not, the vendor has had enough faffing about with offers lower than he wants and buyers that don’t buy and has decided to take the boat off the market. Dammit!

I’m not giving up that easily, and ask Claire if she would be kind enough to email me the surveys. It’s exactly as I thought, there are about thirty issues that require addressing, but fundamentally the boat appears sound. And now I don’t need to budget for a survey…

I stack the survey cost to my last offer, round it up for good measure and ask Claire if she will put it to the vendor, and tell him that I would like a sea trial, but if it goes ok I will pay in full, in cash, on the day. She does. He accepts. We are on!

Set sail for a sea trial

We arrange the sea trial for Saturday. I want the trial for two reasons. The first is that, although the boat has been run, it seems no one has actually taken it to sea and run it hard – a fairly fundamental test.

And secondly, I might simply not like it. It might be too noisy, too slow, have terrible sea keeping, struggle to get onto the plane. Who knows?

It always amazes me that people buy anything without actually trying it to ensure they like it. I need to know that the boat will do what I expect it to do, which is reach 25 knots and cruise at 20 knots.

Saturday dawns clear, calm and sunny. Perfect. We arrive a good hour before sea trial which gives me a chance to have another really good look around the boat. After all, I’ve only seen it once. It’s still a bit tatty, a bit unloved, and a whole lot perfect for my needs.

At 1pm there’s enough water to launch. The boat is hoisted by what looks like an oversized forklift truck and lowered carefully into the water. It floats! Good start.

Talking of starting, it does, right on the button. Alex, Parkstone’s engineer, is our chaperone and takes the helm, threading the boat through narrow channels out into the deeper water of Poole Harbour, where we skirt Brownsea Island before passing the chain link ferry and heading for open water.

Once clear of the fairway Alex builds the revs and the Skibsplast picks up speed, rising easily onto the plane. I’m stood at the back, ears pricked for erroneous noises, eyes glued to the transom looking for problem signs like black smoke. There are none, the boat runs beautifully.

One of the many things not working is the speed log so I’ve brought a handheld GPS . (The tacho doesn’t work either, nor the trim gauge. Or the fuel gauge). It’s reading nineteen knots.

The boat rides superbly, soft riding and dry. There’s one more test to do and, with the engine now fully warmed through, I wind the throttle to the end stop, alternating my gaze between the water ahead and the few working gauges. The temperature climbs incrementally and then steadies, well within correct tolerance.

I glance at the GPS – 26 knots. There isn’t much wrong with this. I arc the boat into a sweeping turn and blast back in toward Poole Harbour feeling absolutely elated! It. Is. Fantastic! One more challenge left, it’s gone 2pm and the bank shuts at 3.

Back on the dock we race to my waiting car and head into town. We have twenty minutes, I don’t know exactly where the bank is, and we get stuck behind the road train. Aaaargh!

At the car park I abandon the car in the first bay I find and we run to the lift, tumbling out into the shopping arcade, hunting down the bank. With four minutes to spare the cashier counts out the sealed bags of twenty pound notes and tops it up with 12 fifties.

Forty minutes later Claire has the money in the safe, and I have a fresh Bill of Sale in one hand, keys in the other. The Skibsplast is mine!

Nick Burnham column: How I finally got to grips with the risky world of drone flying

World’s coolest boats: mk 1 princess 45 is one of the few genuinely cool 80s boats, aquaholic’s icons: nick picks his top 5 most iconic boats of all time, latest videos, watch: parker sorrento sea trial: 50-knot cruiser with a killer aft cabin, watch: virtue v10 sea trial: €272k weekender, how to mark your anchor chain: 6 top tips from our expert, watch: galeon 560 fly sea trial – the best galeon flybridge you can buy.

Already since I was very young, I’ve had a passion for superyachts. People close to me remember that I, as a child, drew on paper – and on walls – the lines of the superyachts I dreamt about, all the while knowing that I would later become a yacht designer.

Now, after years of closely following the evolution in yacht design and having acquired a degree in naval architecture, things have only changed for the better. I still aim for those unique and timeless lines, but now in a perfect marriage with functionality and practicality. And what I consider a major advantage is that I have now acquired the skills to not only give expression to my own dreams, but to also help others realize theirs. To that end I, together with my team, gladly accept all the input a client wishes to provide, knowing that said participation will almost guarantee that the final design at hand will be unique in more ways than one.

We are furthermore proud to announce that Nick Mezas was awarded Second Place and received the Judges’ Commendation for his project ‘R&R’ in the finals of the ‘Young Designer of the Year award’ competition.

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The Way It’s Supposed to Be: W.N. Ragland

• By Chris Caswell
• Updated: March 23, 2011

The Way It’s Supposed to Be: W.N. Ragland

Angels of the water, sirens of the sea Whispering their sweet love songs Calling out to me…

In the late ’60s, singer-songwriter Neil Young disbanded Buffalo Springfield, the rock group he had formed with Stephen Stills, and, at loose ends, hooked up again with Stills to join a fledgling group called Crosby, Stills & Nash, moving the ampersand and tacking his name on after it.

The rest is history.

Crosby, Stills, Nash & Young, known to the cognoscenti as CSNY and constantly embroiled in turmoil and interpersonal strife, remains a lasting influence on music and culture, in spite of the fact that its meteoric brilliance burned barely a year before it imploded. That the musicians were in the right place and time is evident because they were invited to an unknown music gathering, where they started their set by admitting “This is only the second time we’ve performed in front of people. We’re scared. …” That event is now known as Woodstock.

The wind and the sea had always drawn Canadian native Neil Young, so it was no surprise that, with his newfound wealth, he acquired a most unusual yacht. At a time when rock musicians were more likely to be partying aboard flashy, large motoryachts, Young chose a rustic 101-foot Baltic trading schooner.

Don’t try to rescue me I’m gonna go with my ship…

A ship, indeed, but not a new one. Built in 1913 to haul granite through the rugged northern seas, she was 77 feet on deck and weighed a Rubenesque 280,000 pounds — 2.5 times the displacement of a similarly sized Swan yacht. As such, she’s much larger than Mayan , the 59-foot Alden schooner owned by Young’s CSNY singing partner, David Crosby. Young named her W.N. Ragland after his grandfather, and, for the next 35 years, he sailed far, wide and handsome aboard this pirate ship, lavishing care and maintenance upon her without regard to cost.

You cannot describe Ragland without using the words husky or rugged, but even such evocative words pale when you see the yacht up close. Launched before the opening of the Panama Canal and the First World War, Ragland comes from an era when such a vessel had to be seaworthy and self-reliant in every possible wind and sea condition. There was no Sea Tow to come fetch you when the winter gales howled down the Skagerrak off Scandinavia. There was no radio to call for help from a lee shore, and even the term Mayday, the international distress call, wouldn’t be coined for another decade.

Wind blowing through my sails, it feels like I’m gone Leaving with the wind blowing Through my sails…

When Young sailed away, Ragland was more than half a century old, and she needed work. Originally built of oak, she had closely spaced 6-by-6-inch (yes, inch!) ribs, but the topsides planking had taken a beating from years of hard toil. With royalties from the many successful CSNY albums and concerts, Young ordered a railroad car filled with 20,000 board feet of furniture-grade mahogany to replank the yacht.

Stand on her teak decks and you feel like you’re on a concrete sidewalk, because the quarter-sawn teak is as much as 4 inches thick! In an era when the wood veneering on modern yachts is paper-thin, Ragland is simply remarkable. The exterior teak is left to turn a pleasant silver, giving the decks, the enclosed pilothouse and the various rails and skylights a properly seaworthy glow. Maintenance is as straightforward as hosing the decks, using the high-pressure saltwater fire pump.

During Young’s time as the curator/owner of Ragland , he and his friends and family sailed the world, but she was loaned out for scientific expeditions as well. The political and ecological activist lent her to a marine-research organization for a two-year voyage to Hawaii and Alaska to study whales, and later, another crew of scientists sailed her to Hawaii with a cargo of nutrients to nourish a patch of ocean that they studied to look for a cure for global warming.

Though a previous reunion of CSNY had gone down in flames, the foursome couldn’t stay away from each other, and CSNY has produced several albums and concert tours in recent years. More impressive is Young’s long and flourishing solo career. Nevertheless, it was time for Ragland to find a new owner.

Young listed Ragland for sale with Walter Wallace of Wallace Yacht Co. in Port Townsend, Washington, not only because that was her home port, but also because Wallace has a passion for classic wooden yachts. Wallace found a buyer, but the deal fell through and Ragland languished in a yard while the attorneys fought it out.

Wallace, who owned both a 1926 65-foot tugboat plus a live-aboard trawler, couldn’t bear the thought of Ragland deteriorating and took it upon himself to haul the yacht and get her ready for listing again. When Young found out what Wallace had done, he was very appreciative and he also made an interesting suggestion.

“Why don’t you buy her?”

The offer startled Wallace, but he was hooked. He sold his two boats, bought Ragland , and moved aboard. At this point, he’s lived aboard for about three years, entertaining friends and family, sharing her with the public at wooden boat festivals, and even sailing in a few regattas.

And now Ragland is ready for her next benefactor. Wallace says she’s too nice “for just a dude and a dog,” referring to his Jack Russell terrier. “For me to go aboard and build a fire and watch TV and then go to work the next day, well, it just isn’t right. It’s a waste of a great boat!”

She’d be perfect for a family wanting to go cruising, or perhaps an organization since she is U.S. Coast Guard documented and grandfathered under the Jones Act for coastal trade. But Ragland isn’t your typical yacht. The interior of this floating home must be seen to be believed, because she is quite simply unlike any other yacht. She is Haight-Ashbury-hippie-pad-meets-Swiss-Family-Robinson-treehouse. She is wood and polished bronze and gleaming varnish and Turk’s head knots and a hearthstone fireplace and cozy nooks for curling up with a good book. And she is, um, eclectic.

To mention that she has actual elephant tusks wrapping around the edge of the berth and settee might give you an inkling — as would mentioning that the immense solid-wood coffee table in the salon is actually a flensing block on which old-time whalers once carved up blubber. Or that the huge redwood burl table in the owner’s stateroom is from Young’s California ranch and could be installed only when the mast was lifted out.

The interior was clearly arranged for space and comfort, and the owner’s suite occupies fully a third of the yacht, complete with a wood-burning fireplace, comfortable seating, a private head with shower and the aforementioned table wrapped around a mast the size of a tree trunk. Oh, yes, there’s a pipe organ at the forward end just in case you want to work out the lyrics for your own album.

The salon is a comfortable gathering place, with another redwood burl dining table facing across the 22-foot beam to a settee, with a snug pilot berth tucked behind an arched entry like the sleeping compartment on a vintage Pullman car.

The galley shouldn’t come as a surprise, because this is not a yacht that would suffer the usual Corian or granite countertops — no, this is a yacht for which solid pieces of longleaf yellow pine were used, covered with thick layers of resin. The cabin sole is just as unusual, because it is beautiful maple reclaimed from the Windsor Hotel ballroom floor in New York. This is a yacht that defines the word patina.

Three private guest cabins open into the salon from the corners, with two doubles to starboard and a single to port. Past the companionway to the pilothouse and into an alleyway, you’ll find the engine room, which, like the rest of the yacht, is immaculate.

In fact, I had been braced for that gamy aroma of old yacht when I first climbed down the companion stairs, but she is absolutely sweet and unscented. None of the usual eau de diesel mixed with parfum de moldy cushions and accented with cologne de spongy wood. No, one look in the bilge shows that Ragland is as tight and dry as the day before she was launched.

Now that we’re in the engine room, it’s worth taking a peek under the hulking 350-horsepower Cat 3406 TA, and all you might see is a little dust in the pan. No oil, no grease, no drips. That big piece of iron will shove Ragland along at up to nine knots for about 2,000 miles and, with her immense 44-inch four-bladed prop, she could probably power straight up Niagara Falls. Two Northern Lights 12 kW gensets are in sound boxes and accessible; a full workbench is above the engine, and, should you need to lift anything really heavy, there is a 2.5-ton (ton!) chain hoist that runs on an immense I-beam track over the engine. Nothing wimpy about this yacht! Other goodies in the engine room include a commercial-size Craftsman tool chest and Poseidon dive-tank compressors. Filling the after portion of the hull is the captain’s cabin, with a king-size berth, settee and desk.

Moving around on Ragland ‘s deck is easy with high solid bulwarks and teak rails. Forward of the pilothouse and between the masts are the two bronze-grated skylights that bring light to the salon, but the one thing that will stop you in your tracks is the large bronze cowl vent that has an equally large bronze octopus draped comfortably over it. It’s just one of the many things about Ragland that will make you grin.

Up on the foredeck is another uniquely Ragland feature: the hydraulic anchor windlass from a German U-boat. What can you say? Wallace has added a hydraulic winch at the base of the main mast that raises sails, runs crew aloft in a bosun’s chair and can offload tenders and gear as well.

Technically, Ragland is a topsail schooner, with an athwartship yard on the foremast for broad reaching and running offshore. In keeping with her looks, her sails are all tanbark-colored, and she has traditional gaff-headed main and foresail as well as a flying jib and jib off the bowsprit, plus a forestaysail on a self-tacking boom.

Under way, Ragland fairly reeks of tradition. Experienced skippers know that she’s meant to go offshore; landlubbers think she’s a square-rigger, and children know she’s really a pirate ship. I think she’s quite wonderful.

It’s easy to see that Walter Wallace, like Neil Young before him, is torn about parting with her. Even spending a few hours aboard is infectious, and it’s almost too easy to fall in love with this eclectic and remarkable vessel.

Wooden ships on the water, very free and easy, Easy, you know, the way it’s supposed to be…

LOA: 101’0″ Beam: 22’0″ Draft: 9’0″ Displ.: 140 tons Fuel: 1,800 gal. Engine: 1 x 350-hp Caterpillar 3406 TA diesel Current Asking Price: $600,000

For more details on the W.N. Ragland , contact the broker/owner, Wallace Yacht Co., 877-305-9828; www.wallaceyachts.com .

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True North Yachting specializes in new boat commissioning, general marine service, custom system installations, rigging, boat/rig transportation, painting, fiberglass, composite and gelcoat work, woodwork, and seasonal winterization or commissioning. Based in Bert Jabin's Yacht Yard in Annapolis, MD, True North Yachting relies on decades-long industry relationships to provide high-end, quality service to clients. 

TNY was founded in the mid-2000s by J. Mark Sims after a successful career of ocean racing and consulting for Reichal-Pugh yacht designs, Hall Spars, and two Volvo Round the World Race teams. Originally a yacht commissioning business, it has evolved to provide a full range of marine services to local and international clients. 

Nick Martin took over the business from Mark in April 2023. Nick has been with True North Yachting since 2021 and is proud to continue Mark's commitment to quality work. He is a graduate of the College of Charleston, past US Sailing Team member in the 470-class, and past professional sailor in the Etchells and Farr 40 classes. He transitioned to the marine industry in 2015 as the Waterfront Director at the Larchmont Yacht Club and has worked at McMichael Yacht Yard (Mamaroneck, NY) and North Point Yacht Sales (Annapolis, MD) as the Service Manager. Nick lives in Annapolis with his family and can often be found cruising or racing on the Chesapeake Bay.

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Nick Augustyne

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Meet Nick Augustyne, a dedicated and experienced yacht broker with a lifelong passion for boating. Nick's journey on the water began at the young age of six when his grandfather gifted him his first Skiff. Riding up and down the intercoastal waters, Nick quickly fell in love with boating. His enthusiasm grew as he participated in fishing tournaments alongside his grandfather and his business partner on their Hatteras Sport Fish.

Nick's hands-on experience expanded as he became a crew member on larger yachts and gained valuable industry knowledge working for a yacht management company. With a deep understanding of the boating world, Nick is committed to assisting clients in every aspect of yacht ownership. His goal is not just to help clients buy or sell a boat but to build lasting relationships and provide exceptional support throughout his career as a broker.

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42' 2016 Invincible Open Fisherman

31' 2009 Pursuit S310

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