News & Events

Providence Boat Show, RI (Jan. 12th-15th 2012)
Hartford Boat Show, CT (Jan. 27th-29th 2012)
New England/Boston Boat Show, Boston MA, Convention & Exhibition Center (February 11th-19th 2012)
Hartford Fishing & Hunting Show, CT (Feb. 17th-19th 2012)

Louis Marine has been awarded “Dealer of the Year” from Larson Boats for the 2011 Model Year!
We would like to personally thank the entire team in Little Falls, MN for all of their hard work manufacturing the American Dream! We promise to continue the success of our great partnership! Cheers!….To an outstanding 2012.

Louis Marine is proud to announce the addition of Striper walkarounds to our already popular lineup. While Key West concentrates more on center and dual consoles, Seaswirl Striper focus more on walkaround models. They are built to deliver a smooth, comfortable ride. Versatile cabin spaces make them both capable family cruisers and hardcore fishing machines with ample room for shipmates, gear and casting a line. Our first load of 2012 models should arrive late August.

By popular demand, Louis Marine has added an aluminum line of boats to our inventory. For years MirroCraft Boats has been committed to being the leader by building the best boats in the industry. Today we continue our dedication by offering our customers the best value for their money. We strive to achieve quality and lead the industry in design innovation, fishability, strength and safety. Take a look at MirroCraft and see the many benefits we offer to fit your lifestyle.

Visit: www.mirrocraft.com

History of MirroCraft

Mirro Aluminum Company of Manitowoc, Wisconsin first began production of aluminum boats in 1956. Marketed under the name of MirroCraft, the original line offered a series of quality boats for recreational fishing and pleasure. Gradually, as demand grew, the boat line was expanded to include boats from 10-19 feet in length with varying inside configurations and features.

In 1982 several employees of Mirro Aluminum purchased the aluminum boat business from Mirro and relocated the operation from Manitowoc, WI to Gillett, WI. As a result, the name of the company was changed to Northport, Inc. However, the trade name of MirroCraft was retained. Since then Northport has been constant in its commitment to quality while maintaining a strong tradition in the production and development of aluminum fishing and pleasure boats. The MirroCraft name has become and continues to be synonymous with boat innovation, safety and quality.

In September, 2003, Northport was purchased by ClearWater Marine which include Palm Beach Pontoons, Weeres Pontoons, and Keylargo fiberglass fishing boats. MirroCraft now joins these other quality brands and will still follow its commitment to quality into the new millennium

In 1954 in a Milwaukee garage, Charlie Carter and George Verhagen began building mahogany-planked, high-speed runabouts. What started as a hobby soon turned into a business as word quickly spread, and the two fledgling boat builders began selling boats to friends. By combining the first three letters of their last names, the Carver Boat Corporation was born, and the Carver Yacht Group witnessed its humble beginnings.

Today, Carver Yachts continues to lead the industry in creating world-class cruising vessels. The future promises new and exciting developments to enhance the ultimate cruising experience that only a Carver can deliver.

Boats built by fishermen, for fishermen.

*Completely Foam injected (like a BOSTON WHALER)
*No-Wood Construction
*Fastest Growing Fishing Boat line in the Country

Since 1986, KEY WESTs goal has been to provide high quality, high value products enhanced by our commitment to customer service giving you the best value on the water. That same commitment to satisfaction is as deep today as ever. We have a very solid and stable dealer network located throughout the United States and abroad. These dealers understand and share our commitment to customer satisfaction. Key West has maintained skilled employees through an employee ownership program giving each employee pride in building a quality product. With two locations and over 160,000 square feet of operational facilities for design, manufacturing, sales, marketing, and customer service, we can maintain our leading edge on quality, technology, and value today.
About Key West
In 1986 two partners, Dale Martin and Hutch Holseberg, came together with a common dream; to build a high quality, value priced mid sized fishing boat, and to do it on their own. It took years of long hours and hard work but the dream has been realized with one of the largest selling mid sized fishing boats on the market today. A few years ago Dale decided to retire and was bought out by Hutch, who stands alone today as president and CEO of Key West Boats Inc., and is carrying on that dream still today.

The best way to learn about a Key West boat is to ask an owner. An owner enjoying his boat is the best advertisment in the world. We strive to keep a direct line of communication open to our dealers and our boat owners. We provide our customers with answers to their boating questions as well as an attentive ear to their suggestions.

Our line of outstanding boats are designed primarily for saltwater use both inshore and offshore, but will serve very well for rivers and the largest lakes. They are designed by fishermen, for fishermen, but can serve a family for any recreational activity on the water from skiing and tubing, to a peaceful cruise to be with nature. Each hull from 15′ to 29′ is designed and built for a smooth, fast ride with positive control and fuel efficiency. Every Key West boat meets or exceeds US Coast Guard Standards. Many Key West models are CE certified meeting some of the most stringent standards for safety, structural integrity, and stability in the world today. Starting with 2004 models, we back every boat with a TEN YEAR “TRANSFERABLE” STRUCTURAL HULL WARRANTY. We can back our boats better because we build them better. Introduced in 1992 with the 172 series, our time proven NO WOOD/NO ROT CONSTRUCTION will provide you with years of dependable service. Key West is your KEY to performance and quality, and “The Best Value on the Water Today”

Experience is Everything
The new Larson family of boats. Designed with your family in mind.
Through nearly a century of building better boats, we’ve learned a thing or two about the boating experience your family desires. Ever since Paul Larson built his first boat in 1913 in Little Falls, Minnesota, we’ve always delivered superior performance, style, technology and safety. But discovering your dream boat is about more than that. It’s about getting exactly what you want. Because when you find the right boat, it just feels right. Thanks to almost 100 years on the water, we’ve not only perfected the science behind giving you the best performance possible, we’ve perfected the art of offering you the best value. Take the Larson Five Point Promise for a test drive and experience it for yourself. Because experience is everything.

HOW DO YOU BUILD AN AMERICAN DREAM?
You start with an inkling of an opportunity. Lucky, then, for some to be born near the water. For they know the potential of things that float. Building little experiments out of balsa wood and paper, they stand at water’s edge for hours on end. They peer into the water, and scan the horizon, imagining themselves winding away from the shore, the wind in their hair, all childhood troubles left behind. Never mind the mosquitoes and the hot summer sun and a mother’s insistence on coming in to dinner. The lure of the water is a siren song that calls them back day after day…only to tear themselves away, reluctantly, when the late-night sun has finally set over the cattails and the trees over yonder. It is a song that rings in their ears even as adults. And when they dream, they still dream of sleek, fast boats that cut through the water like a diamond through glass. And, for the very lucky, sometimes that dream becomes a reality that lives on and on and on. Like Larson Boats.
1913
In rural Little Falls, Minnesota, the lure of the water was strong for young Paul Larson. At eleven, this son of poor Swedish immigrants built his first boat, a rough scow for fishing, with whatever he could find. In his own words, he used “…old lumber on the farm and rusty nails picked up from a burned down house.” By 1913, at just nineteen, Larson sketched a design for a duck hunting boat. Soon, others who saw the finished double-end craft wanted one “just like it.” With money from trapping, Paul bought a woodworking machine and founded the first Larson boat works on the east side of the Mississippi River. As one-cylinder outboards became popular, his business grew, serving the “cottage boom” on nearby Lake Alexander. From such humble beginnings, the Larson experience was born. Design was Paul Larson’s passion, and anyone who ever piloted a Larson boat could sense the careful hand of the designer. His creative legacy lives on in the thriving business that still bears his name.
1920s
Larson became the first Johnson dealer in Minnesota in 1922. To handle growing demand, a new boat factory was under construction by mid-decade. In his spare time, Paul became an avid boat racer. He won enough races to garner a fine collection of trophies and acclaim for his growing company. The company’s archives feature news clippings from the glamorous new pastime of full-tilt powerboat racing, from events held on the lakes and rivers of the Upper Midwest.
1930s

By mid-decade, purchases of lakeshore property increased. Larson, still selling directly to resorts and private buyers, accommodated increased demand with a line of wooden boats for the masses. New models had windshields, running lights, and “fancy upholstering.” At the end of the decade, the boat plant doubled its space. Distribution expanded beyond the Little Falls area, and a network of dealers grew. The stage was set to accommodate a life-changing development for the little company. A radical new boat, the Falls Flyer, appeared in the 1938 catalog and would soon take the boating world by storm.
1940s

In 1940, Paul Larson patented an idea for a boat that would capture the American heart: the Falls Flyer. This “new, original and ornamental Design for Boats” was a sleek, stylish, modern, wooden wonder with an airplane-like body and cockpit. Most notable was its abbreviated transom, surrounded by a rear deck that sloped to the waterline — still the industry standard for high-performance recreational outboards. But this craft had something more. Rendered in wood and later, aluminum, the boat always had that intangible quality that arouses a boat-lover’s passion. Today, collectors reminisce about buying an early original, seeing one for the first time, or saving one from a snow bank. “I guess if you wish hard enough, your dreams can indeed come true,” wrote one collector. A lovingly restored Falls Flyer still can turn heads — and steal hearts — today. Although the Falls Flyer was designed to emulate aircraft of its day, the compact shape, rounded lines, and responsive handling suggest a vintage roadster or sports car.
1950s

The new, space-age material — fiberglass — was stronger, lighter, and more watertight than wood. It could be molded into any shape the designer desired. In other words, it was perfect for Larson boats. The company stepped forward as a leader in applying fiberglass technology to pleasure boat manufacturing with the patented Rand Gun. And Larson emerged as a hot national brand name. In the 1950s, Larson introduced numerous flamboyant new designs, including the Cruisemaster, the Pla-Boy, and the Thunderhawk — a two-toned streak with a swooping sheerline and trademark tailfins. Larson also launched the fiberglass All-American line, undoubtedly the largest selling runabout model ever produced in the world. Although Larson stopped making the All-American in the 1990s, the memories it created for thousands of families will live forever. With its open rear cockpit and flat floor, the first 16-foot, fiberglass Larson All-American suggested the recreational roominess of today’s popular deck boats.
1960s

In 1967, the Little Falls Daily Transcript announced, “The future of the boat industry looks very bright as more lakes are opened, better accessible highways are completed and more families discover the pleasure of the outdoors.” The boom in recreation led to an increased interest in boating. In this decade, the Larson All-American line was expanded, and several new hulls were introduced, including the lapline hull with its cushiony “Million-Bubble Ride,” the deep V lapline, and the tri-hull. By 1969, Larson was the largest fiberglass runabout manufacturer in the world. The boom, and Paul Larson’s retirement, led the company into also manufacturing skis, hockey sticks, snowmobiles, travel trailers, even pool tables and other home entertainment equipment. One Larson boat catalog happily exclaimed, “This year… have some fun!” The secret of Larson’s success lay, in part, underwater. Sales literature emphasized the speed and smoothness of the ride, on uniquely designed Larson hulls.
1970s

In the 1970s, Larson held onto its prominent position in the marine market, thrilling boat buyers with stylish details. Runabouts flashed onto the scene with metallic finishes. The new Cruiser Home featured a beautifully styled hardtop and “posh interior appointments.” A 1972 day cruiser listed an 8-track stereo tape cartridge player as optional equipment. The “biggest and boldest” 1972 Larson of all, the Volero 217, boasted characteristic Larson qualities: “the response of a runabout, the comfort of a cruiser.” Following its forays into other recreational markets, the company regained its focus on its historic strengths: boat design and manufacturing. This enabled Larson, by the end of the decade, to make a run toward the trailerable cruiser market, an important, growing segment of the recreational boating market. Boats from the 1970s illustrate the simplicity of design, the importance of color, and fold-down sunlounger seats, as well as the addition of large cabin cruisers to the line.
1980s

The Delta-Conic hull was a dream for cruisers. It had a deep-V forward section for sharp entry into rough waters. But its aft area had two large, delta-shaped sections for fast planing performance and significantly more stability. The new Delta-Conic line of cruisers, outboards, and runabouts was immediately successful, and ensured a record-breaking sales year in 1985. Larson continued production of the All-American, and debuted more trailerable cruisers, sportabouts, and an expanded line of runabouts, including the high-style Senza V-hull series. Larson reached a further milestone with its first wide-body, nontrailerable cruiser, the luxurious 30-foot Contempra. Also in this decade, Larson was purchased by Minnesota investor Irwin Jacobs, and joined a conglomerate that became Genmar Industries.
1990s
The booming economy meant people wanted it all — luxury, speed, and versatility. A new ad slogan summed up Larson’s well-deserved reputation: “A Little Bit of Legend. A Whole Lot of Fun.” And Larson delivered, introducing new models and styling changes every year that reflected consumers’ confidence, as well as Larson’s mastery of recreational boat building. Large Cabrio cruisers were added to the line in 1991. New Escapade daycruisers were equipped for entertaining dockside or while underway. The SEi outboard boats were created as serious performance runabouts. While heart-pounding styling remained a priority, dependable Larson quality never faltered. A catalog description for the SEi line invited boat buyers to check the underside of the bow-seat cushions! Every surface was covered, every staple was hidden, and every fastener was stainless steel. From its founder, Paul Larson, the company learned early on that such attention to detail was what made a legend. The Larson LXi runabout series, was billed as “the lap of luxury.” Of course, it also featured the get-up-and-go built into every Larson boat.
TODAY

Small wonder that this experienced little boat company from Little Falls should recently have a big impact on the industry. Again. After nearly a century of firsts, Larson Boats continues its heritage of pride and integrity in design and workmanship. In the year 2000, Larson began producing boats using a revolutionary new fiberglass technology. It’s called VEC™. And its innovative, closed-mold approach results in boats built all in one piece — for a fiberglass part that’s consistent and uniform throughout. Larson boats made using the VEC process are more durable, perform better, look better, and hold their value better. Explore this year’s new Larson models, and see what a difference 90 years of experience can make. Of course as always, every detail is crafted to perfection. And the performance offers exactly what a Larson pleasure boat always has. Inimitable styling. Confidence. Speed. Ease. Comfort. In a Larson, the ride around the lake never felt smoother. Or more exhilarating. Welcome aboard the American dream, twenty-first century style.

What is the VEC process?

NEW! 2010 MODELS CARRY A 5 YEAR BOW TO STERN WARRANTY!* Plus LIFETIME Hull, deck & seat frame warranty*
* Limted warranty - see dealer for details

All Tahoe Pontoons are certified by the National Marine Manufacturer Association

The NMMA Certified label on an Tahoe Pontoon boat lets you know it was built to meet and often exceed, the industry’s strictest quality and safety standards for critical components such as electrical systems, powering, flotation, fuel systems and navigation lights. Certified boats must also pass rigorous annual inspections from independent third-party inspectors. According to U.S. Coast Guard statistics NMMA Certified boats have been shown to be safer than non-certified boats.

The latest technology, the finest materials and the best people create Tahoe Pontoons. We have been building the finest U.S.A. made pontoon boats for over 40 years.

Tahoe is a vertically integrated builder. We manufacture the pontoons, framing, furniture, covers and more right in our own production facility. So, unlike our competitors who outsource most components, we are able to achieve and control the highest degree of quality.

Investment in the latest equipment has allowed us to produce the highest quality pontoon on the market. New technology such as our water jet cutter provides a smoother finish and more accurate dimensions. Our computer driven Gerber fabric cutters create exacting furniture patterns for excellent fit and finish. Electronic saws make sure all aluminum is cut to precise dimensions. The latest in welding technology gives your boat the superior finish you expect.

Our number one investment, however, is our people. Tahoe’s team of highly experienced welders, furniture makers and assemblers descend from generations of Midwestern craftsmen that have been instrumental in the building of America. Our headquarters based customer service people will make sure your experience is exceptional.

Tahoe is rated as having one of the lowest incidents of warranty claims in the industry an

The latest technology, the finest materials and the best people create Tahoe Pontoons. The finest U.S.A. made pontoon boat. Tahoe is a vertically integrated builder. We manufacture the pontoons, framing, furniture, covers and more right in our own production facility. So, unlike our competitors, who outsource most components, we are able to achieve and control the highest degree of quality.

Investment in the latest equipment has allowed us to produce the highest quality pontoon on the market. New technology such as our water jet cutter provides a smoother finish and more accurate dimensions. Our computer driven Gerber fabric cutters create exacting furniture patterns for excellent fit and finish. Electronic saws make sure all aluminum is cut to precise dimensions. The latest in welding technology gives your boat the superior finish you expect.

Because Tahoe pontoons are constructed from the purest marine aluminum available, they have a beautiful finish from the start. An extra step such as etching that is added to lesser quality metal is not required. We use heavier pontoon connections, more stainless steel components and heavier duty motor pods, so your boat will last for years. Tahoe’s exclusive Matrix 50 vinyl is the heaviest, strongest, most mildew resistant and easiest to clean marine vinyl ever.
Our number one investment, however, is our people. Tahoe’s team of highly experienced welders, furniture makers and assemblers descend from generations of Midwestern craftsmen that have been instrumental in the building of America.
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Tahoe’s exclusive Matrix 50 heavy duty 50 gauge marine seat covering with a 24% substructure is tested strongest against tears, punctures, and stains. New Herringbone multi-directional stretch backing promotes quicker recovery. Greater stitch strength.
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Exclusive! Aluminum seat frames and kick panels. Clearly superior. Lifetime warranty. Aluminum seat frames are stronger, have extra large compartments for maximum storage capacity and have “Flo thruTM” ventilation from the outside. “Flo thruTM” allows your equipment to dry out, even while the cover is on and keeps the entire compartment drier so mildew or fungus is less likely to develop. Aluminum frames won’t crack or hold water like plastic, either!
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Heavy duty nose cone with our industry first integrated nose cone splash fins! The absolute strongest in the industry. The .110″ thickness and one-piece construction makes it virtually impossible to break off a splash fin. The double wrapped leading edge provides maximum impact protection.
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Stronger! Double full pontoon connectors. Most models feature full riser pontoon connections inside and outside. Unlike our competitor’s “small but skirted” riser connectors. Full risers provide continuous strength along the entire pontoon.
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Exclusive! Classic Series side keel protection. Special welded keels protect against damage from side impact. They also provide better performance as they limit the flow of water around the pontoon.
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Interior drain. Tahoe now exclusively has a drain in the corner of the rear bench where water that would collect from rain during storage is expelled through a drain channel and off the boat. This significantly reduces the potential for stains that develop in the corners over time.
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Double vented gas fill. Only Tahoe has solved the issue of fuel fill splash back and slowness. Tahoe’s exclusive double fuel vent allows pressure to escape so you can fill quickly with almost no splash back.
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Reflective safety striping. Tahoe adds an additional level of night safety with striping that can be seen from a distance when exposed to light.
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Industry’s strongest double bolted motor pod assembly. - .190″ thickness with integrated splash fins. 2″ thick aluminum sheathed transom is fully welded. The entire pod is double bolted with at least 16 - 3/8″ bolts and supported by more heavy-duty “C” channels crossbeams than any other pontoon boat.
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The best crossbeam and deck construction. Tahoe Classic Series pontoon boats feature the latest in heavy-duty hull construction. 3″ high, extreme thickness “C” channel crossbeams are bolted to the full riser with heavy-duty stainless bolts, nuts, and washers. Then 3/4″, pressure injected, lifetime guaranteed flooring is bolted to the crossbeams using superior grade stainless steel bolts secured permanently with stainless nylock lock nuts and washers.
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Superior quality pontoon tube. -.090″ thickness H5052 marine aluminum alloy. Multi-baffled near each weld for maximum strength and air lock. Hand-welded to rigid standards.

Ft. Lauderdale to Bimini, Bahamas – January 24, 2006

by James Wolf President & CEO

When Doug Haskell of North Shore Marine called last November to suggest we take a pontoon boat from Ft. Lauderdale Florida to the Island of Bimini in the Bahamas I thought he was joking, or perhaps he’d gotten an early start on the holiday egg nog. Cross an exposed piece of the Atlantic on a 27 foot pontoon boat? Yeah, right! While we’ve had a few successful journeys in the last few years - Baltimore to Key West in four days; Chicago to Mackinaw in 12 hours; and 300 miles down the Mississippi, the notion of a jaunt through the Bermuda Triangle did not appeal to my sensible side and I suggested he find another crew.

Then, later that week, I saw a show on the Discovery Channel about the perils of the Bermuda Triangle and those who’ve vanished trying to navigate in, over, through, and around that mysterious part of the Atlantic. The show reconfirmed my initial response. However, my adventurous side was intrigued and I started to reconsider - what if we did it? What if we attempted it and failed? What if we attempted it and succeeded?

My adventurous side won over and in late November of 2005 we put the plan in action to conquer the Bermuda Triangle in an Tahoe/Tahoe pontoon boat. Our first obstacle was to put aside the unknown and mysterious aspects of the Triangle and focus on the facts:

1). We had successfully completed other challenging expeditions in a pontoon boat.

2). Other boaters had effectively made the crossing (but we’d never heard of anyone doing it in a pontoon boat).

3). A direct course from Ft. Lauderdale to Bimini was approximately 50 nautical miles.

4). We already had a great boat capable of making the trip - a 27 foot triple with 27” open water edition pontoons, two extra built in fuel tanks for significant range and a 300 HP Yamaha EFI 2 stroke for power. This was the same boat that we took from Chicago to Mackinac Island on Lake Michigan, and down a big stretch of the Mississippi. The boat was essentially stock and a true representation of any other boat that rolls off of the Tahoe / Tahoe production line.

5). We would be going straight through the “Bermuda or Devil’s Triangle” which is an area located off the southeastern Atlantic coast of the United States. The Triangle is noted for a high incidence of unexplained losses of ships, small boats, and aircraft. The apexes of the triangle are generally accepted to be Bermuda, Miami, Fla., and San Juan, Puerto Rico.

6). The Bermuda Triangle legend began on Dec. 5th, 1945, with the famed disappearance of Flight 19. Five Navy Avenger bombers mysteriously vanished while on a routine training mission. The rescue plane that was sent to search for them also disappeared.

7). The Bermuda Triangle is famous for the disappearance of over 66 airplanes and ships, and at least 200 other documented incidents have been attributed to the inherent strangeness of the area.

8). The weather and quick building storms in the Gulf Stream have surprised even the most seasoned captains and experienced crews. The Gulf Stream is extremely swift and turbulent and can quickly erase any evidence of a disaster.

9). Safety of the crew was of utmost importance. However, how safe can a crew really be on a pontoon boat in the middle of the Bermuda Triangle?

10). A trip of this nature would further solidify the fact that Tahoe/Tahoe stands behind the quality and reliability of the product we build. It would drive home the point that we push ourselves and our boats further than typical consumers would. Therefore, the buying public should feel even more comfortable about the safety and reliability of an Tahoe or Tahoe pontoon boat as we do. We test it and we trust it.

Our plan still seemed a little on the crazy side. But what the heck, life is too short not to try crazy things, right? A little adventure never hurt anyone and we were now hell bent on getting this trip done. We started to look at crew and schedule. We agreed that it would be nice to take along a few other Tahoe and Tahoe Dealers to provide them with a great boating experience while continuing to build upon our solid dealer relationships. As a manufacturer we regularly solicit ideas for improvement from our dealer base and what better venue to do this in than on the open water. We also wanted documentation, so we’d need a photographer. Our final crew ended up being Doug Haskell (Tahoe Boat Dealer from Michigan), Rich Currier (Tahoe Boat Dealer from South Carolina), Bruce England (Tahoe Boat Dealer from Atlanta Georgia) and John Linn (Professional Photographer from Minnesota). Doug volunteered to drive the boat down from Michigan and the others would all fly into Ft. Lauderdale. We needed a window of a few days in case of weather delays so we targeted an arrival date of Tuesday, January 17th with a departure of late Friday January 20th. We figured that January was just as good as any other month and it was after the official hurricane season, so how bad could the weather really be during that time of the year?

As it turns out, the weather can be extremely difficult and bad at any time of the year. We began to keep a close eye on the weather about two weeks prior to our launch date. As the time drew near the weather showed no signs of improvement. A low pressure system had developed and was sitting directly over the entire Caribbean. The week of January 10th proved to be a very tough week for maritime vessels traveling the South Atlantic. Two cruise ships were so badly damaged from rough seas that they had to return to port for repairs. The Acura Key West Sailboat Regatta off the Southern Coast of Florida was punished by the weather, snapping off masts and severely damaging several sailboats. The website of the NOAA (National Oceanic and Atmospheric Administration) on Sunday, January 15th forecasted a rough week. (See the attached sample weather report) Most days were showing steady winds of 25 – 35 knots and seas anywhere from 10 to 30 feet. We scrubbed the mission for that week and decided that everyone should move their travel plans forward one week when we would try again.

The weather on Saturday January 21st showed that Wed. January 25th and Thursday January 26th would be mild with 1 – 3 foot waves. Doug departed Michigan on the morning of Sunday January 22nd for the long journey south. The remaining crew had their flight arrangements made for a Tuesday evening arrival.

On Sunday afternoon another check of the weather revealed a different story. It now appeared that a second low pressure system was going to move into the area on Wednesday morning and the high winds and surf were going to return. Winds were going to die down Monday afternoon and further dissipate during the evening. Tuesday showed 10 – 15 knot winds with waves 2 feet or less close to shore and 1 – 3 feet in the Gulf Stream. Wednesday morning it showed winds building to 20 – 25 knots and seas, once again, building in the Gulf Stream from 3 – 5 feet to 7 – 9 feet. Our window of opportunity had significantly decreased from 2 – 3 days to one day. Tuesday January 24th was our only chance and we all changed plans to meet the evening of Monday January 23rd. with a target departure of dawn on Tuesday. We all scurried to change our plans and congratulated ourselves on our “A Team” like adaptability when we assembled at the Best Western on 17th street in Ft. Lauderdale late on Monday evening. We gassed up the boat at a convenience station, tore off the shrink wrap and launched our vessel at the 15th street boat ramp. We tied the boat up in the Marina behind the Best Western under the large 17th street bridge and grabbed a few hours of much needed shut eye.

We reconvened at the boat at 6:30 am on Tuesday morning and stocked the boat with provisions. We also loaded the necessary safety supplies which consisted of: Lifejackets (Type V PFD), a Flare Kit, Strobe Lights, Submersible VHF Radios, Anchor and line, Handheld GPS units, Compass, 3 handheld spotlights and an EPIRB (Emergency Position Indicating Radio Beacon). Hopefully none of the safety equipment would be necessary, but always requirement when taking any type of boat trip – particularly a trip through the heart of the Bermuda Triangle!

We departed the Marina a few minutes before 7 AM as the light of day was starting to appear. The ride to the Port Everglades Inlet was less than a mile where we saw the first few glimpses of the Atlantic Ocean. We also saw a very large cruise ship, flanked by tug boats, passing through the inlet and heading straight towards us. The ship was heading to the turning basin and cruise ship terminal located on the West side of the Inter Coastal Waterway. We obviously gave the MS Zaandam cruise ship (operated by Holland America Cruise Line) the right of way and waved to the passengers as the eight stories of steel passed us on our port side. The ship threw off a nice sized wake and we had to maneuver through the swells, taking on only a slight spray of water. As we moved through and out of the inlet my first thought was that the waves were larger than I had expected from the weather reports. The storms over the past few days had left the Atlantic full of choppy waves. The wind was light and variable, our course was set, and we motored on a straight line going due east away from the mainland. The most comfortable speed was approximately 15 knots - at this rate we were looking at a 4 hour or so ride to our destination. After cruising for 30 minutes or so we watched the sun rise from behind some puffy cumulus clouds - the sight was truly amazing. The sun and clouds in front of us and the southern Florida shoreline behind us with only a hand held GPS and compass indicating we were on the right track. It was a clear day with good visibility and we were all surprised that the shoreline stayed in view for a good hour of continuous cruising. The Miami sky scrapers were the last peek at civilization we saw before delving further into the horizon.

The waves started building a little larger as the winds started to kick up at around 9 am – as the miles passed we saw nothing but an occasional flying fish or a passing freighter far off on the horizon. We had the GPS with the Navtronic map set of the Southern Atlantic waters - essentially a hand held map showing our position, direction, and speed. According to the GPS and compass we were indeed in the Atlantic crossing through the Bermuda Triangle and heading for Bimini in the Bahamas. Were it not for the electronic map and compass we would be lost. With no land in sight and the sun flying straight overhead I wondered how the explorers managed devoid of the navigational tools we have today - particularly the safety equipment and communication devices. Even with all of these modern conveniences, we were still on high alert for any sort of engine or vessel trouble. We passed the time telling stories and jokes trying to one-up each other. You know, the stuff like: “on one trip the waves got so large that they started to tower over the entire boat, or, the whale was so close that we touched it”.

When we were 15 miles out, we saw land for the first time in 2 hours. The wave height decreased and we increased our speed to 25 knots anxious to reach the shore. The water was a deep dark blue and the land mass grew as we approached. There were no sky-scrapers or prominent landmarks on the horizon; however we did see a few pleasure boats off in the distance and birds flying overhead. At approximately one-half mile from shore the water changed from the deep dark blue to a brilliant light blue in color indicating that we were moving off of the Continental Shelf whose depths reach 33,000 feet – the world’s deepest. It was now approximately 11:30 am and the sun was bright and warm. We just stayed the course and let the GPS guide us into the cut between North and South Bimini. As we pulled into the channel we were taken aback by the condition of the homes. The scars of poverty and the sea’s wrath were everywhere – blown apart tin roofs, upturned boats and shattered windows. We moved down the shoreline toward our destination which was a hotel, restaurant, & marina called “Bimini Big Game Club”. This club is famous for its annual big marlin tournaments, but, this being off-season, the 100 slip marina was nearly vacant. The bright yellow paint of the buildings sparkled in stark contrast to the rest of what we’d seen of the island so far. We pulled right up to the break wall that paralleled the facility and tied up. The second floor open air restaurant looked inviting but that would have to wait – a security guard greeted us and gave us the lowdown on proper protocol and delivered a stack of paperwork to fill out.

All vessels arriving into Bahamian waters must register immediately with both customs and immigration officials at the nearest port of entry. If, for any reason, you fail to report for clearance within 24 hours of arrival into Bahamian waters, you will be subject to penalties and the vessel is liable to seizure and forfeiture. No goods may be unloaded, and no contact may be made with the shore other than tying up, until the vessel has been granted admission by custom and immigration officials. Each passenger had to fill out immigration cards and provide proof of citizenship. The Captain of the vessel must complete customs and immigration forms as well as fill out a crew manifest. The documents and manifests for the boat required essentially the same information as the individual and also required specific information about the vessel. Once all of the paperwork was filled out, I, as the Captain, was required to take the documents downtown to be reviewed by the Customs Department and then the Immigration Department. It was approximately a ½ mile walk into town. Walking through town, it was apparent that I was the only tourist in town that day although none of the locals on foot, bicycle or golf cart took notice of me. I made it to the pink building which housed the customs office and opened the sticky door with a hard shove. Inside the small room was a large islander in uniform playing checkers with a friend and a blaring television set in the corner. The uniformed man asked a few questions, corrected a few typos, filled out some internal documents, signed some documents, stamped our passports and then directed me to go next door to immigration. The immigration office next door was more like a bank with a teller window and the three to four employees were behind security glass. They were chatting away and barely noticed that I was waiting for them to process my documents. I was required to pay a $165 fee to receive a cruising permit and was told that I could return unlimited to the island with my vessel anytime over the next 12 months. The gentlemen processing the paperwork took notice of the fact that we were on a 27 foot pontoon boat and started asking some questions. He wanted to know what the weather was like on the way over, how long it took, why we were on a pontoon boat, what size engine we had, were any other boaters coming this way, etc….. He then proceeded to ask about different kinds of motors and what horse power would work best on the boat that he was refurbishing. After having a nice chat and paying the fees, I was free to go back to the vessel to release the crew from quarantine.

It was now approximately 12:30 in the afternoon and we were all glad that our quarantine period was over and that we were free to move about the island. We grabbed our cameras and valuables and set off on foot. I gave the security guard a $20 bill and asked him to keep an eye on our boat. We considered stopping at the Bimini Breeze Bar & Restaurant for lunch, but decided to continue walking. We passed a schoolyard teeming with kids and an abandoned 24 foot boat that we assumed had gotten there via a passing hurricane. The kids’ matching school uniforms looked ironically crisp compared to the run down school building. We were walking on the main road along the bay with the sun sparkling off of the crystal blue water. After strolling for a while, we wandered into a somewhat questionable residential area and decided to turn back to the main drag which was a better option for staying out of harm’s way. We proceed back towards the Big Game Club. Bruce was pulling John’s camera bag, which looked like a carry on suitcase. A passing Islander kindly offered that the Laundromat was right down the street. We thanked him, laughed and proceeded down the road. We popped into a few of the small shops and bought a few souvenirs. It was now a little after 1:00 PM and we decided that the open air restaurant near the boat looked like the safest bet for lunch.

We entered the Tackle Box Restaurant & Bar and grabbed a table for five. There were plenty of open tables, yet the walls were standing room only adorned with photos of sunburned happy fishermen proudly displaying their catch of the day. Some of the marlin in the photos were 1000 pounds or greater. The waitress told us that the house specialty was Conch. We ordered conch sandwiches, conch fritters and one of our crew opted for a good old fashioned burger. It was a nice relaxing lunch with the sounds of Bob Marley floating over the warm tropical breeze. We played credit card roulette to pay for lunch and had the waitress pick one of the five cards. It was now about 2:30 PM and we decided that it was time to get rolling on our long trip back to the mainland.

On the way out of the channel we noticed an inlet near a new condo development. We entered the inlet and putted through a very large and new development with a deep water marina. It appeared to be near completion with 5 or 6 very nice 50+ feet fishing boats docked in the marina. We departed as quickly as we entered and headed due west on a course that would take us back to Ft. Lauderdale. The sun was high in the sky and the seas pretty calm near the shore. We decided that we would go all out for as long as we could to get some distance behind us. Everything was going perfectly smooth and we were now 6 – 7 miles from the island that was growing smaller in the distance. We were trimming the motor trying to find that optimal position for the prop when we heard the engine rev. I quickly backed off of the throttle thinking that it was nothing more than some cavitation due to trimming the engine. I put the engine all the way down and hit the throttle only to experience the same high rev with little to no forward propulsion. We knew then that we had spun the hub on the prop and would have to change the prop before we could proceed. The prop still grabbed at idle speed and we were limping along at 6 MPH down from 35MPH a minute ago. It was at that point that I looked at Doug and Doug looked at me and we realized that in all of our planning and preparation we had failed to put a secondary prop in the boat. We were still moving, but slow and we turned the boat around to head back to Bimini. We were about 6 miles from shore and started calling on the hand held radio to reach someone who could help us out of our predicament. As we putted back, trying to reach someone on the handheld we considered some questions: What if we were in the middle of the Atlantic when this happened? What if we had completely spun the hub whereas the boat would not move? What if we can’t find a replacement prop? What if we find a prop but it takes too long? We knew that another storm system was due to move into the area later that night. We listened to the marine weather and late that evening the waves in the Gulf Stream were expected to pick up to 9 – 12 feet. We knew that if we didn’t get a replacement prop in time that we would not make it back to the mainland. We kept trying the radio; however we could not get through to anyone. We then pulled out the 12 foot whip antenna and the fixed mounted radio. It wasn’t hooked up so Doug had to manually hold the contact wires under the dash while Bruce worked the radio. We were able to reach a few folks on the island; however nobody had any solution. We kept calling for the Bimini Game Club Marina, but no one answered.

We pulled back into the new marina development at 3:45 PM and quickly went to work. We spoke to the dock hand and told him that we needed a Yamaha prop with a 19 – 21” pitch ASAP. He made a few calls to see what he could find. While he was trying to find a prop, we took the prop off so that we would be ready if and when a new one showed up. The “no see ‘em” bugs were bad and we were getting eaten alive under the pounding hot sun. We decided that we should also gas up on fuel just in case. A native on a moped showed up with a used prop. We put it on and it worked. We paid $300 cash for the prop and headed out of the marina which we now knew was called “Bimini Sands Beach Club & Condominiums”.

It was now 4:45 PM and I was mentally preparing myself for some night time driving. Crossing the Atlantic on a pontoon boat is difficult enough, crossing the Atlantic at night with pending storms is, well, some might say, not smart. We had almost two hours of daylight remaining and wanted to get some miles behind us ASAP before we encountered any inclement weather. We started out for the second time on a due west course heading straight towards Ft. Lauderdale with 51 miles to go. The boat ran well with a very used and expensive prop. We were going wide open at 5100 RPMs and 35 – 37 MPH. We had plenty of fuel and the seas were pretty calm with only a slight chop. The boat ran great and the miles clicked away. Before we knew it we had reached the half way mark and had not encountered the Gulf Stream waves that we had anticipated. The ocean was much more forgiving than it was on the way over. We continued at wide open throttle and we were having a blast. We did not see a single boat once we left Bimini. We were dashing across the Atlantic on a 27 foot pontoon boat trying to out run bad weather and darkness. We had a smooth ride most of the way back. At approx. 6:15 PM we spotted the shoreline and started to see a few boats here and there. We were still 10 – 15 miles out as the sun was setting behind some large, ominous clouds. We stopped for some pictures and then continued on. Approx. 7 – 8 miles from land the waves started to kick up and we were forced to slow it down a bit. We continued on at a nice clip and worked our way towards shore. There were now many boats around and we knew that we were out of harms way.

In that stretch of water once you get 10 or so miles from shore when radio and cell phone contact starts to black out, the landmarks disappear, and it is just you and the open ocean that you begin to wonder, what if? Now, back in a zone of safety we were feeling a great sense of accomplishment. We continued on course towards the inlet and as daylight faded to black we were within a few miles of the inlet. The glow of the shoreline was a welcome sight. Our reliable hand held GPS had guided us right back to the inlet from which we had departed some 12 hours earlier. On the way in we started to race a 26 – 28 foot “V” hull fishing boat. We were going wide open at 36MPH, hitting the waves in the channel. We were only 20 – 30 yards from the other boat and we could see them being tossed around like rag dolls. Our triple toon pontoon boat was steady as she goes and we could only imagine the conversation that the crew in the other boat must have been having. Is that a pontoon boat keeping up with us? Little did they know that we were just returning from a little cruise to Bimini!