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Morris Yachts Designs and History

By Bob Marston Partner, Wellington Yacht Partners

In 1972 Tom Morris left his previous life in Philadelphia to pursue his passion of boat building. At that time I’m sure he wouldn’t have imagined his vision would someday result in the establishment of Morris Yachts, one of America’s finest yacht brands.

Tom Morris embarked on his craft building Friendship sloops in Southwest Harbor, Maine. He purchased the fiberglass hulls and decks from Jarvis Newman and fit out the boats under the Morris name. I remember his son Cuyler telling me how he and Tom would literally go into the woods and hand select the spruce trees to be used for the spars.

In 1974 Tom connected with designer Chuck Paine, who was promoting a new design. It was the Francis 26, a robust double ender with excellent sea handling characteristics, capable of sailing anywhere. As the relationship between Tom and Chuck grew, so did the model offerings with the Linda 28, Annie 29, Leigh 30 and the Justine 36 Series soon after.

In the late 1980s the company started to focus more on its cruising yachts. These were the Morris Ocean Series 38, 42, 44 and 46 Models. The Morris Ocean Series were great-performing, aft cockpit, trunk cabin style sailing yachts with pretty lines and exquisite craftsmanship. The success and quality of these designs soon gained recognition in the yachting community, and Morris Yachts found itself with owners  throughout the world.

In 1999 Morris Yachts expanded their production capacity by purchasing the Able boatyard in Trenton, Maine. At the same time they added a series of Offshore Cruiser Racer models with the Morris Ocean  45, 48 and 52RS. One of the most notable boats was FIREFLY, a Morris Ocean Series 45, which did extremely well in distance races.

In 2004 Morris Yachts announced its Sparkman and Stephens designed Morris M36 that set the bar for the luxury day sailor market. The Morris M36’s beautiful over-hangs and low profile cabin top were an instant classic.  A performance keel, spade rudder and fractional carbon rig made the M36 a pleasure to sail, and the huge cockpit was enough to take three couples for an afternoon sail easily.

The success of the Morris M36 soon spun off into other models… the Morris M29, Morris M42 and Morris M52.  A standard feature of all the M Series was the ability for the helmsman to handle all control lines from the wheel, making the yachts truly able to be singlehanded, while keeping guests in the cockpit free from entanglement.

After some 45 years of boat building, one thing is for certain:  The Morris Family is passionate about sailing, and anyone who has had the chance to get aboard a Morris Yacht will agree.

At Wellington Yacht Partners we know Morris Yachts and their clientele well. We are happy to discuss the differences between models and share our own experiences with these fine yachts.

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The Next Generation of Morris Yachts

• By Tim Murphy
• Updated: May 15, 2013

Morris Yachts

On a pristine weekend early last August, more than a dozen boats and several dozen people gathered at Maine’s Northeast Harbor to recognize a legacy 40 years in the making: the first gathering in one place of the family and friends and customers of Morris Yachts since the death nearly four years ago of the man who created it all.

Tom Morris was 32 years old when he loaded up a black VW Beetle and moved his young family from the buttoned-up city life of Philadelphia banking and insurance to Mount Desert Island. The year being 1972, Tom Morris wasn’t alone in choosing to shuck the suit and tie in favor of the more rural life of a craftsman. What distinguished him was the unimpeachable quality of the work he produced. Steeped in his pure love of sailing, that body of work culminated in what one Cruising World Boat of the Year judge recently called “the Rolls-Royce of American boatbuilding.”

But what becomes of Morris Yachts once its founder is gone? It’s a question that no one has wrestled with more deeply than Tom’s son, Cuyler Morris, 47, the president and chief development officer of Morris Yachts. On a shady hill overlooking the working boats and varnished yachts of Northeast Harbor, Cuyler reflected with me on the past, present, and future of the enterprise his father started here 40 summers ago.

TM: _ I visited your dad’s boatshop in Southwest Harbor in 1991 or 1992. Was that the first shop he set up?_ CM: The first shop was on the property behind our house on the High Road. I guess he started building it in the spring of 1973 and built boats there in our backyard for at least two years. Then he bought that tidal property down by the water. He moved the business—physically took the building down the hill—then added on to it over the years. And that’s where the business was from the mid 1970s to 2000.

TM: Was the Frances 26 the very first Morris yacht from those early days? CM: My dad built the shop and got started finishing off Friendship sloops for Jarvis Newman. He did seven 25-foot Pemaquids or 31-foot Dictators. Then Chuck Paine strolled into his boatyard with the half hull and the drawings for the Frances. Dad was thinking, “OK, I like finishing off Friendship sloops. I want something I can call, you know, a Morris yacht.” And they pretty quickly agreed that they should work together.

TM: ** You were 6 or 7 years old at the time. What did you think about it all when you were growing up? **CM: I hated sailing—because my dad loved sailing. I was like most kids: You hate what your parents do. But you know, I grew up in a boatyard. So I’d come home at the end of the day—the garage door is open, the boat is right there. It was a contact high. I’d go in the cabinetry shop, and Dad would show me how to use the bandsaw.

TM: What changed your mind about sailing? CM: When I was about 15, the J/24 came on the scene up here. A family friend invited me to come racing. And I thought, “Oh, cool. I can go out on a boat with somebody other than my dad.” We went out, and we won the first race. After that, I really got into the competitive aspect of sailing.

TM: I first came to know of you through your work with the America’s Cup program in the mid-1990s. How did that come about? CM: I’d spent summers doing deliveries and racing. I wanted to be a pro sailor. I ended up in San Diego for the 1994 Star Worlds. I made the mistake of going over to Mission Bay [the Maine-based PACT 95 America’s Cup team compound] to see people I knew. And all these guys are saying, “You’re going to work with us. We need help. We need some boatbuilders.”

| |At his son Charlie’s age, Cuyler Morris wanted nothing to do with sail boats. But once he learned he could sail with friends, rather than dad, he took to the sport|

TM: ** At that point, were you a boatbuilder? **CM: Honestly, I was thinking, “Yeah, I’m a boatbuilder. I’ve grown up in a boatyard. I’ve dabbled in it.” They were long on people who had sailing résumés. I’ll admit, some of the stuff they thought I could do, I’d never done before. But it came pretty naturally to me. And there weren’t too many redos.

TM : Did you have any thoughts then about joining the family business? CM: None whatsoever. My dad never sat around the table and said, “Son, you’re going to take over the business. You’re going to start the apprenticeship.”

TM: What changed? CM: It was spring of 1995. I was a newlywed. The Cup was ending. That’s when my dad called and said, “My service manager has just given notice. And if you’re interested in a job as the service manager, coming to work for me, think about it over the weekend and call me on Monday.” [laughs]

TM: How did you and your dad work together? CM: The service business is really near and dear to my heart. I like how every day in the service business is people coming in with problems to solve and trying to figure it out in a timely and functional way so that they leave happy. The enjoyment for me wasn’t necessarily the hands-on boatbuilding. That was where my dad ultimately got his pleasure in the business. I was on the competitive side. I get my pleasure out of growing the culture of the business, not so much the boatbuilding. I don’t long to be in the woodshop or in the hull of the boat. My easel is different than my dad’s. I think that’s how we complemented each other.

TM: Until the mid-1990s, Morris built classic cruising sailboats. Then the designs shifted to boats that were going to race some. Was that your influence? CM: We refer to those early boats as our Heritage Series: the Frances up through the 46, which are the overhang-style hull, trunk cabins, sort of Herreshoff American-style yachts. When it came to the contemporary boats [beginning with the 48-foot Reindeer in 1996], I definitely started to sit in more meetings because it interested me. And I definitely saw an opportunity to start to influence rig design and all that kind of stuff, because of racing. Dad was the interiors and making these tiny spaces work really well. I always said that when he and I were working together, he was more about the inside of the boat and I was more about the outside of the boat—the styling and how it was going to function when it’s moving.

**TM: ** The Sparkman & Stephens-designed M Series Yachts are in the daysailer mode. What inspired that direction?

| | Hope , a Morris M52| |

| |From the time he was a young boy, Cuyler Morris has enjoyed picturesque harbors and fine sailboats.|

CM: Dad came back from a London boat show in the late 1990s and said, “You know, our biggest struggle going forward is going to be time. Sailing takes time.” My defining moment was in the early 2000s. A customer said to me, “I’ve owned this 52-foot sailboat for seven years. I’ve spent three nights aboard it. All I do is daysail it. In order to have a cockpit big enough for friends and family, I had to buy a 52-foot boat.” When we came up with the M36, we thought, “Let’s go away from 48- or 52-footers. Let’s do something 36 feet, get back to our roots.” And we thought, “Well, hey, we build three to five of these Ocean Series boats here. If we could build six of those a year, wouldn’t it be great? We’d be building 10 boats. Never in our wildest dreams would we imagine that we’d go on to build over 110 M Series boats since 2004.

TM: ** You’re just building the last of eight Leadership 44 training boats for the U.S. Coast Guard. What’s that been like? **CM: David Pedrick designed a great product for the Coast Guard, and we were thrilled that they chose us from the 12 possible builders. And the American sailor should be pretty excited about what the Coast Guard is trying to do. They want to get to know the customer better? That’s a platform to get to know the customer better and understand these “blow boats.”

TM: Has the civilian version of that boat opened any doors for you? CM: We took it to Annapolis last year. But, you know, it was a little bit of a departure of a look from us. And it’s not because of the boat. I just think that that market’s still pretty quiet.

TM: I_t’s clear that you’ve been thinking a lot about the business and the right scale for it. This year, you separated out the CEO role from your role as president. How did you decide to bring in Doug Metchick as CEO?_ CM: It was something I had been struggling with internally for years. One of the best things I did about three years ago is put together a board of advisors. In the vacuum of my dad—Dad and I were the advisors to each other, and that worked. But when dad was gone, it was definitely, Oooh, this is kind of lonely. The board very softly and then very strongly started beating on the drum of, “You know, you’re not doing what’s in your best interest and in the best interest of the company. This thing’s gotten too big for you to handle.” And I knew that. I like business, but there are other guys who are much better at looking at P&Ls and all that kind of stuff. I understand that finances are important. But I wanted somebody to complement me the way that my dad and I complemented each other. And, you know, the business was always long on artistic creation and developing a great product for people. Doug really brings a great marketing mind. He’s a great communicator. He’s a good businessman. And he’s a really fun guy. I get him and appreciate him. He gets me and appreciates me. It’s only been six months, but I’ve known Doug for seven years.

TM: Going forward, where do you see Morris Yachts heading? CM: We want to continue to grow our service business steadily. We’re doing it by making our operations here best-in-class, first and foremost. Fix your house first. Or, perfect your house first. Then our strategic plan is to find service properties that we can go into in those appropriate markets. I grew up in this boatyard. I just like boatyards. And I just hate going into a place that’s kind of falling apart, and going, “Wow, this place could be so amazing.” And so I’m just as happy to get a broom out and sweep and kind of make the place look good as Dad was to get a chisel out and get in the bilge of the boat. So, hopefully, we can do that. Organically.

TM: And on the boatbuilding front: Anything new coming down the pike? CM: We’re going to continue with evolutionary makeovers of the M-Series. And as for the Ocean Series, obviously Chuck Paine has retired and isn’t around to continue that line, so we’re going to be working with somebody different there. We’re selling boats to people all over the world, so we’re looking at designs worldwide. I’m excited to get back to focusing on the Ocean Series. Who doesn’t want to dream about sailing to the Caribbean or sailing around the world?

TM: Well, it seems that you’re at a hopeful place in the history of the whole enterprise, 40 years on. CM: It’s a huge milestone in this industry. I don’t know what the average life expectancy is for a marine business. Sailing is a great lifestyle. I think it’s medicine for the future for people. Now, if we can just keep it going for another 40 years.

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The long sad decline of a legend

The long slow decline of a legend. resold, resold, resold, resold, resold, resold, resold, resold.....hinckley restoration work noted by independent expert to offer 53 ways to die., 53 ways to die. the legend fades as quality declines, ownership history hinckley/the talaria company, llc:.

1928 – Founded by Benjamin Hinckley

1932 – Taken over by son, Henry R. Hinckley

1979 – Sold by Henry R. Hinckley to Richard Tucker and run by William Moyer

1982 – Henry R. Hinckley’s son, Bob Hinckley, bought company back with help from his business partner, Shepard McKenney

1997 – Sold by Hinckley/McKenney to The Bain, Willard Companies – William Bain, Ralph Willard, and Alexander Spaulding

1999 – The Talaria Company, LLC was founded

2000 – Fictitious name Hinckley Yacht Services was filed

2001 – 51% controlling interest sold to Monitor Clipper Partners – Mark T. Thomas and William Young, both of Luxembourg – James P. McManus appointed CEO (now deceased)

2005 – Company sold to Scout Partners, LLC – David Howe and Pete Peterson – Gerard DiSchino appointed CEO – David Howe is currently CEO of Scout Partners and Chair of Hinckley Yacht Services; Pete Peterson is deceased

2008 – Subsidiaries Alden Yachts, Inc. and Winter Yacht Basin, Inc. both dissolved (no info on when they were acquired)

2013 – Scout Partners, LLC acquired Hunt Yachts

2016 – Jerry Lundquist (McKinsey & Co), Brooks Gordon (W. P. Carey), David Howe (Scout Partners LLC)/Hinckley acquired Morris Yachts, LLC

An independent analysis of work done by Hinckely Easton , “Some work has been done across most departments: propulsion, energy storage, charging, instrumentation, domestic, galley and head. However, this work appears to have been done without a plan … The work that has been performed is not to a standard that’s compatible with performance sailing”

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Hinckley buys Morris Yachts, a rescue by the Zumwalt, and the tallest American chestnut

Beam me up, Scotty

The largest destroyer ever built for the U.S. Navy headed out to sea for the first time last December, departing from shipbuilder Bath Iron Works and carefully navigating the winding Kennebec River before reaching the open ocean for sea trials. And the 600-foot, 15,000-ton ship’s very first mission was an unexpected one. 

Bath Iron Works planned to test the ship’s performance and make tweaks this year with the goal of delivering the ship to the Navy sometime next year. The ship’s commander is Navy Capt. James Kirk, and he was chosen for his qualifications as a leader—not because he has the same name as the captain of the fictional Star Trek starship Enterprise . Too bad neither the Coast Guard nor the Zumwalt had access to that Kirk and his tools because then they might have been able to “beam up” the ailing fisherman. 

While the Zumwalt does not have that ability, it does have electric propulsion, new radar and sonar, powerful missiles and guns, and a stealthy design to reduce its radar signature. All of that innovation has led to a growing price tag. The Zumwalt , the first of three ships in its class, will cost at least $4.4 billion. The ship looks like nothing ever built in Maine. The inverse bow juts forward to slice through the waves and sharp angles are said to deflect enemy radar signals. We have been told that the ship’s radar profile will look no bigger than the fishing boat whose captain she rescued. 

Hinckley buys Morris Yachts

The year 2016 in Maine began with big news for boatbuilders. The Hinckley Company announced that it had bought Morris Yachts, closing the deal to acquire the assets of the Mt. Desert Island-area sailboat builder on January 1. Hinckley plans to continue Morris’ boatbuilding and service operations under the name of Morris Yachts, LLC. Both companies build fine luxury yachts within a quarter mile of each other in Trenton, Maine.

Morris Yachts, founded in 1972 by Tom Morris in Southwest Harbor, has built more than 300 sailboats. Founded in 1928, also in Southwest Harbor, Hinckley has expanded since then to include service facilities all along the U.S. East Coast. The company has around 700 employees, including 380 in Maine. An early developer of the fiberglass hull, Hinckley’s present yacht line includes its iconic jet boats, and sailing vessels, including the new Bermuda 50.

In the late 1990s, Hinckley opened a manufacturing facility in Trenton where most of its boats are built. The company was purchased in 2010 by Scout Partners LLC, which in turn bought Hunt Yachts in 2013. Morris began building yachts at its Trenton facility in 1999. The company also operates a service yard in Northeast Harbor.

Morris owners will be welcomed at any of Hinckley’s east coast service yards from Maine to Florida, according to Roe O’Brien, director of marketing for Hinckley. She said no other immediate operational changes were planned as a result of the acquisition, and that Hinckley “has no immediate plans to stop building anything in Morris’s current lineup.” Additional details about the purchase were not available. 

“Hinckley is thrilled to have an even greater pool of talent building products for us,” O’Brien said, “and we are also eager to create the same high level of customer satisfaction among Morris owners that exists among Hinckley owners.”

New below the water, and classic above

A new motoryacht designed to combine classic lobsteryacht lines with the ability to reach higher speeds is in the early stages of design and construction at John Williams Boat Company in Hall Quarry, according to a recent story in the Ellsworth American .

Production Manager Bill Wright told the American that from the waterline up, the new boat will look much like the traditional Stanley 38 lobsteryacht. But the boat will have a modern underbody designed to achieve speeds upward of 40 knots. The latest in propulsion units also is part of the equation.

“The top will be a molded Stanley 38 that we have here,” he told the newspaper, “and the hull itself will be a one-off, brand new hull.”

Designer Doug Zurn of Marblehead, Mass., is working on the hull design, the newspaper reported, which will feature a modified, or deep-V shape, similar to Sabre or Hinckley motoryacht hulls. The construction will be fiberglass over a form core. The company is shooting for late summer 2016 with the new boat.

Canada grants oil exploration lease near Georges Bank

Canadian authorities have granted Norwegian company Statoil an exploratory lease to look for oil in an area 225 miles southeast of Bar Harbor and bordering on the eastern flank of Georges Bank. Environmentalists, who oppose the move, fear drilling could leave the ecologically sensitive Gulf of Maine susceptible to a catastrophic oil spill.

It would be the closest that exploratory drilling has come to Maine since the early 1980s, according to a report in the Portland Press Herald . Five wells were drilled on the U.S. side of Georges Bank in 1981 and 1982, before U.S. and Canadian moratoriums were put in place to protect the fishing grounds, the Portland newspaper reported.

Statoil has pledged to spend at least $82 million exploring the parcels under its six-year exclusive lease. The relatively small financial commitment suggests the company has no immediate plans to begin drilling, which is a much more expensive process that requires further approval, the Press Herald wrote. 

Tallest American chestnut reaches for the sky in Maine

When University of Maine Forest Scientist Brian Roth set out with a graduate student in a small plane last summer to fly over Maine forestland, his goal was to find American Chestnut trees that had survived the chestnut blight. 

He succeeded beyond his wildest dream—finding a majestic specimen that was confirmed in December as the tallest American chestnut in North America. The tree is 115 feet high—taller than most 11-story buildings. This is huge news for tree lovers. American chestnuts ( Castanea dentata ) have been ravaged by an invasive blight that kills the trees to the ground. It is estimated that there are only a few dozen large surviving trees such as this one left in the Maine woods.

The next tallest tree in North America is one in Oregon that is 20 feet shorter, according to the American Chestnut Foundation. The tallest American chestnut in the world at 121 feet is in an arboretum in Belgium, said Ruth Goodridge, the foundation’s director of communications. The Maine tree is growing in Lovell, a town in Oxford County. 

Scientists at the American Chestnut Foundation hope to learn how this tree and others like it have survived the blight so they can develop blight-resistance varieties.

Last spring, Roth and his colleagues made maps looking at soil and climates most likely to support the American chestnut and scouted those places by plane last July when the chestnut trees produce distinctive clusters of white blooms. This tree stood out right away. 

“We knew what we were looking for,” Roth said. “We marked the GPS location and went back in October (by foot) to look again. We found it and the rest is history.”

In all, the UM researchers found about two dozen chestnut trees, including several growing quite close to the new record holder. Once the mighty giants of the eastern forest, American chestnut trees stood up to 100 feet tall, and numbered in the billions. 

The fungal pathogen responsible for chestnut blight was accidentally imported from Asia in the early 1900s and spread rapidly. By 1950 the fungus had eliminated the American chestnut as a mature forest tree.

Maine-built boat sails into history

Some of us at Maine Boats, Homes & Harbors were glued to our computers in early January tracking the progress of the Maine-built superyacht Comanche in Australia’s Rolex Sydney Hobart Race. The action was quite exciting!

High winds caused damage to some boats, which had to drop out as a result. Comanche almost quit after one of its dagger boards was damaged, sailing 30 or so miles back toward home, before turning around again and continuing the race. Her main remaining competitor, Rambler , also damaged one of its dagger boards.

In the end, when Comanche crossed the finish line in Hobart, Tasmania, owner Kristy Clark was on board, becoming the first female owner to take line honors in the blue water classic, according to a release from the race organizers. Kristy’s co-owner husband Jim Clark did not sail in the race.

Built at Hodgdon Yachts in East Boothbay, Comanche was skippered by Ken Read of Newport, Rhode Island. 

By all accounts, the finish was spectacular. As Comanche zigzagged close to shore in the fading wind, celebratory lights were flashed on and off from hundreds of houses and cars.

Her finish time of two days eight hours 58 minutes 30 seconds was outside the record of 1 day 18 hours 23 minutes 12 seconds set by Wild Oats XI in 2012.

But it did not matter. The last American to take line honors in the Cruising Yacht Club of Australia’s race was Larry Ellison’s Sayonara , 17 years ago in the fatal 1998 race, so Comanche ’s effort was quite an achievement.

“Baby born not in manger, but on island ferry”

We’ve stopped reading the perennial stories about the first baby in the new year,  but have to admit that the above headline in the Dec. 25 edition of the downeast weekly Quoddy Tides caught our attention.

According to the Tides , on Dec. 9 Jayla Nadene Clinch was born on the Grand Manan Adventure while it was tied up at the Blacks Harbour (New Brunswick, Canada) wharf. The little girl, whose parents are Tanai Sears and Daniel Clinch, wasn’t due until December 20. Sears was on her way to a hospital on the mainland to see if her labor could be induced when her water broke. Her doctor wanted to fly her out, but she told the newspaper: “It was my first baby, so we thought we had plenty of time. We snuck out the back door. The doctors phoned [the ferry] and said ‘Don’t let her on.’” She snuck aboard anyway. Ambulances were called to meet the ferry in Blacks Harbour. But when the ferry docked it was too late to move her. “By the time everybody got off the boat I was at 10 centimeters and ready to push. That was it. I had six pushes. It was really quick for a first baby.”

Ferry staff stood by outside to help the medical team. Amazingly the incident only made the ferry about 20 minutes late for its next run.

“It was great to report to the province that we were late because we were delivering a baby,” the captain said, according to the Tides .

“Frankenfish” headed to the dinner table

Federal regulators cleared the way late last year for genetically engineered salmon to be farmed for human consumption; it was the first-ever such approval for an animal whose DNA has been scientifically modified.

The salmon were developed by AquaBounty Technologies of Massachusetts to grow faster than conventional, farmed salmon. And the U.S. Food and Drug Administration’s approval followed years of deliberations. The FDA has now declared that the salmon is as nutritious as normally grown Atlantic salmon, which means it will not require special labeling. 

The fish are not likely to land in Maine stores anytime soon, though. According to the Portland Press Herald, spokespeople for Hannaford, Whole Foods, Trader Joe’s, Target, and several other national chains with stores in Maine have said they do not plan to sell the genetically modified salmon. 

Hold the shrimp

In addition to genetically altered salmon, Maine shoppers also will be hard pressed to find any local shrimp this year as fisheries regulators have extended a moratorium on fishing for Maine shrimp for a third year. 

The ban was first imposed in 2013 by the Atlantic States Marine Fisheries Commission. Apparently prospects for shrimp recovery are poor for the near future. A commission report says warming New England waters will create an “increasingly inhospitable” environment for the shrimp.

The shrimp were previously sought by commercial fishermen from Maine, New Hampshire, and Massachusetts and were a popular winter item at fish markets.

Island campus

The University of New England has begun using an island two miles off the coast of Saco as a “living laboratory” to study ocean life and the effects of climate change thanks to a Portland real estate developer who gave the family property to the school, according to the Portland Press Herald.

Donated by Art Girard, the island and its surrounding waters are home to migrating songbirds, lounging harbor seals, lots of dogfish sharks, and various intertidal flora and fauna.

Girard’s family bought it for $140,000 in 1999.

Students will use the island to study a range of marine issues, including the impact of climate change and warming Casco Bay waters on the ecosystem.

Girard, a commercial developer, has had a long interest in philanthropy and lighthouses, according to the Press Herald . In 2010, he lost a bidding war—by a coin toss—to purchase Ram Island Ledge lighthouse off Cape Elizabeth, then successfully purchased the Boon Island Light Station off York last year.     

Over the bar

The Maine boating community lost several pillars this fall and winter.

Winfield “Winnie” Lash, 97, of the famous line of Friendship boatbuilders, and Jim McManus, 52, president and CEO of The Hinckley Company, died in November. Chandler “Sandy” McGaw, 58, a long-time manager at Camden’s Wayfarer Marine, and Jeff Armstrong, 64, owner of Jeff’s Marine in Thomaston, left us in January. 

Lash, one of 14 siblings, was a self-taught man of many talents. He owned Lash Brothers Boatyard in Friendship, which he started in 1946 when his uncle, Scott Carter, passed away with a partially completed passenger ferry in the works. At one point or another, all eight Lash brothers, several in-laws, a nephew, and various friends have worked there over the years. Under Lash’s skilled hands, the boatyard completed countless ferries, lobster smacks, seiners, draggers, Friendship sloops, and pleasure boats. His sons said Winnie put a bible in every boat he built.

McManus was appointed president of Hinckley in June 2007. He had a career in the dry cleaning, food services, and financial industries before joining Hinckley shortly before the global economy nosedived in 2008. Under his leadership and new ownership the company navigated the Great Recession and emerged as a more efficient yacht builder and service provider.

A former part-owner of Wayfarer Marine, McGaw was Wayfarer's general manager and a shareholder in the private company until 2008, when it was sold. McGaw remained as general manager before retiring in 2011. When Lyman-Morse acquired Wayfarer in July 2015, McGaw rejoined the staff.

Armstrong began working at Anchorage Marine in Thomaston in 1977. Two years later he bought the business, renamed it Jeff’s Marine and ran it until he died. 

Losing four people as extraordinary as these guys in just a matter of months is a tragedy and a shocking reminder of how important it is to celebrate life while we have it.            

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• Sailboat Guide

Morris 28 Linda

Morris 28 Linda is a 28 ′ 1 ″ / 8.6 m monohull sailboat designed by C. W. (Chuck) Paine and built by Morris Yachts between 1985 and 1991.

• 10 / 14 Charleston, SC, US 1985 Morris 28 Linda $49,900 USD View
• 11 / 14 Kansas City, KS, US 2007 Morris 28 Linda $97,000 USD View
• 12 / 14 Kansas City, KS, US 2007 Morris 28 Linda $97,000 USD View
• 13 / 14 Kansas City, KS, US 2007 Morris 28 Linda $97,000 USD View
• 14 / 14 Kansas City, KS, US 2007 Morris 28 Linda $97,000 USD View

Rig and Sails

Auxilary power, accomodations, calculations.

The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.

SA/D = SA ÷ (D ÷ 64) 2/3

• SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
• D : Displacement in pounds.

Ballast / Displacement Ratio

A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.

Ballast / Displacement * 100

Displacement / Length Ratio

A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

• D: Displacement of the boat in pounds.
• LWL: Waterline length in feet

Comfort Ratio

This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )

• D: Displacement of the boat in pounds
• LOA: Length overall in feet
• Beam: Width of boat at the widest point in feet

Capsize Screening Formula

This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.

CSV = Beam ÷ ³√(D / 64)

From BlueWaterBoats.org :

Morris Yachts is well known for building sailboats that border on floating works of art. From this all-American builder comes the Linda 28 which was introduced in 1985 from drawing board of Chuck Paine , one of America’s pre-eminent naval architects. The Linda 28 is a fast and nimble pocket cruiser built on a custom basis for customers with an outstanding fit and finish, the kind you’d expect from Morris Yachts. Perhaps best of all she’s got the same drop dead handsome lines that have won over Morris lovers worldwide.

More than any other builder, Morris Yachts has nurtured a close tie with owners and admirers alike. Tom Morris founded the company on Southwest Harbor, Maine in 1972. His first notable mark into cruising yachts was the Frances 26 in 1974, a Chuck Paine design whose fine lines and craftsmanship took inspiration from luxury sailboat maker, Friendship Yachts. This was followed by the Leigh 30 (circa 1979), the Annie 29 (circa 1980) and the Justine 36 (circa 1983).

In 1980, a successful racing sailor from Westport, Connecticut by the name of Allan Stern approached Tom Morris for a boat between the 26 foot Frances and the 30 foot Annie and Leigh. Morris a known lover for small boats couldn’t say no. Stern’s commission was for a small cruising boat suitable for he and his wife to sail on Long Island Sound and to places beyond. As an avid racer, he wanted his little cruiser to have exceptional sailing performance.

The boat was named after Stern’s wife, Linda, and he purchased not only hull number one but also the tooling for production. The first boat was introduced in 1985, and production spanned five years, totaling 16 hulls, all highly customized, some of which were sold partially complete and owner finished.

Configuration & Layout

Despite her stout construction and overall displacement tipping the scales at a hefty 8,300 lbs, belies a boat with performance capability. A ballast/displacement ratio of 45% means a stiff boat able to hold her canvas over a large wind envelope.

Under the waterline she features a full keel with the leading edge placed very far aft to aid nimbleness and performance. Gone are the wineglass section blends between fin and hull, traditionally used up to the 1980s. This is a modern performance full keel design where the fin is a separate form to the hull. Her section profiles are easy and her beam modest for good seakeeping motion. Maximum draft is only 4′ 4″ which pays useful dividends when exploring coastal bays.

Chuck Paine recalls the stern was a scaled down copy of the one he had developed for the Justine 36. The rig is of masthead sloop variety, and the deck and cockpit has a traditional arrangement. Morris Yachts allows a high degree of owner customization during the build process leading to many variations on the standard details. The cockpit may feature a tiller or wheel for steering. The interior may have a quarter berth or large navigation station portside of the companionway while the head may be aft starboardside or foreward to port. The saloon and V-berth may have an open arrangement or be fully separated via a bulkhead and cabin door.

Construction

Overall construction is robust. The hull is solid fiberglass, while decks are balsa cored to keep topside weight down. The ballast is an externally mounted cast of lead, bolted to the keel stub. Many examples have teak non-skid and teak highlights on deck may include the toerail, cockpit seating, and companionway.

Details down below include solid teak bulkheads, highly varnished pine slating, and dark mahogany trim. The mast is keel stepped. Auxiliary power is commonly provided by a 13HP Westerbeke or 18HP Volvo diesel. Standard tankage is 18, 60, and 34 gallons for fuel, water, and holding tanks respectively.

The Linda 28 is seakindly and fast, though specifically designed for day sailing and coastal cruising she has capability for extended cruising into blue waters. The 4′ 4″ draft makes accessing shoal waters easy and opens up the Bahamas and Florida Keys as cruising grounds. While loaded down with cruising gear, beware that it’s easy to have the boat stern heavy due the leading edge of the keel (hence ballast) so far aft, this is a gremlin Chuck Paine has noted on occasion.

Buyers Notes

It’s worth mentioning some of the Morris 28’s were owner finished. The quality of these custom boats will vary, some being even better quality than factory versions, while other are not.

Links, References and Further Reading

» The official Morris Yachts website, Linda 28 details .

Thanks goes to Chuck Paine and also Morris Yachts for providing background history as well as images.

Embed this page on your own website by copying and pasting this code.

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Morris Yachts M29 & M52

• By Dennis Caprio
• Updated: November 17, 2009

ytgnov17morris525.jpg

Lined up like schoolgirls at an old-fashioned dance, four captivating sailing yachts anxiously awaited the attentions of curious journalists and prospective buyers. Morris Yachts had assembled these attractive young ladies-an M29, an M36, an M42, and an M52-in Northeast Harbor, Maine, at the company’s commissioning and service location.

Sparkman & Stephens designed all of them, and they share a delightful aesthetic DNA that dates from the early 20th century-sailing’s so-called golden years. Below the waterline, though, each has the relatively shallow underbody, plus the high-aspect keel and rudder common to most modern boats. Each model also sports an up-to-date rig and sail plan. This has been a recipe for success-at this writing, Morris has sold 64 M36s, 18 M42s, and one each of the M29 and the M52. In addition to giving all these ladies extraordinary good looks, S&S designed the smaller models to be relatively easy and quick to build via molded modules for the interior, adding to the viability of series production and to the plus side of the builder’s bottom line.

Although in years past, Morris Yachts built most of its boats from stock designs by Chuck Paine, the yard offered its clients a reasonable number of custom options-and a few unreasonable ones, as well. The craftsmen assembled the interior of each from a large number of handmade wooden pieces, which added to the construction time and encouraged change orders from the client. This often compromised the company’s ability to earn a decent profit. In a sense, Morris marketed a service instead of its yachts. Having a line of production boats now anchors Morris’s marketing plan, allows the company to reach a broader audience, and lets management control costs more accurately. The M Series has been, and will be, very important to the future of Morris Yachts.

The M36, the first of the series, made its public debut in the summer of 2004. Morris Yachts had taken her to Mystic Seaport in July to celebrate the 75th Anniversary of Sparkman & Stephens, and, most important, to entice yachtsmen to place an order. That day, I fell in love with the M36 from a distance, as the late Tom Morris and his son, Cuyler, chauffeured prospective buyers among the moored yachts in the Mystic River. The following day, I was lucky enough to sail her with Tom. Fortune smiled upon me again in 2009, sending me to Northeast Harbor to sample the new M29 and M52.

Although these yachts come from the same gene pool, they couldn’t differ more. The 29 is tiny, light in weight, as nimble as an elf-whether she’s under sail or power-and easy to deal with at sea, in the slip, or on the hard. She trailers happily behind most SUVs or pickups. In fact, Cuyler Morris dragged hull number one all over the East Coast to demo and race her. Influenced by the simplicity of the M36, the 29 has no aspirations beyond her role as a daysailer/club racer.

The M52 is pure luxury in the tradition of Morris Yachts’s current Ocean Series and all of the custom and semi-custom yachts that have emerged from the yard since luxury became the norm, rather than the exception, in the buyers’ expectations. Like the 42, this largest of the M Series is geared toward cruising, coupled with easy operation, and she should feel perfectly at home anywhere on the world’s oceans her owner chooses to venture.

Luxury in this case mimics the style that the Herreshoffs established during the early years of the 20th century. Raised-panel bulkheads and tongue-and-groove overhead, painted in antique white, wash the interior in a soft glow, even on the overcast day of my visit. Natural light from the large butterfly hatch in the salon and the eight portlights in the trunk cabin lend a hand in the glowing department. Cherry trim, finished in glossy varnish, defines the spaces, establishing boundaries and enhancing the shapes of the doorways and furniture.

Of course, sailing is the main reason we buy yachts of this sort, but once we drop the anchor and go below for a rest, we’ll likely not be in a hurry to leave. I see myself curled up on the forward corner of the dinette, my drink close at hand on the drop-leaf table, reading Patrick O’Brian or listening to Antonio Vivaldi celebrate the four seasons. Later that night, tucked into my side of the queen berth in the master stateroom, the varnished cherry ceilings shimmering, I’ll welcome the sandman.

Alas, I paint a lonely portrait, but couples who like to cruise with friends or family or both won’t feel pinched for space on the 52, either. A large quarter-berth stateroom on the port side accommodates two adults, or children, and the dinette converts to a double berth. Each stateroom has a private head-the master also has a separate shower stall, while the aft cabin makes do with a wall-mount shower. A hatch in the overhead ventilates each head and provides a bit of natural light. Each stateroom has a full-height hanging locker, plus drawers for stowage. Anyone who bunks in the salon will have to share stowage space in either stateroom. This arrangement could be a problem on longer cruises, but who would cruise for more than a weekend with a full boat?

Cruising alone or with a small crowd, those who like to cook will find the galley more than up to any meal that requires less than a Viking super-range. At your service are a gimbaled three-burner propane stove, DC refrigeration, Corian countertops, and stowage for dinnerware, glasses, silverware, pans, and dry goods. The galley area forms a compact U-shape, which is safe to use while the boat is underway, because the chef can easily brace against the boat’s motion. It also shares that all-important glow that characterizes the rest of the interior.

As much as you’ll enjoy hanging out belowdecks, the boat is such a pleasure to sail that you may decide to carry on forever, like the Flying Dutchman. The M52’s Jefa rack-and-pinion steering is wonderfully smooth and precise, returning tactile sensations nearly as good as those given by high-quality tiller steering. Even in the light air of my sea trial, my fingertips told me what the rudder was doing. Although the 52 is orders of magnitude larger than the M29, she showed a similar willingness to respond to steering inputs, tacked quickly and reliably, and balanced well enough to make the autopilot seem redundant.

If we experienced more than 10 knots true wind speed on my sea trial, I missed the reading. Most of the time, we sailed in winds of 5 to 8 knots, and on a beam reach in 5 knots of true wind, the M52’s GPS showed 4 knots over the ground. Sailing at about 30 degrees to an apparent wind of 10 knots, the GPS showed 5.4 knots over the ground. This prowess in light air keeps the auxiliary quiet far longer than it would in lesser boats.

Electric winches and a Navtec hydraulic system for the vang and backstay take all of the labor out of sailing, making the M52 ideal for single-handed operation. All of the lines, save those that control the asymmetrical spinnaker, lead below the deck to rope clutches and then to the winches near the helm. The electric self-tailing winches just outboard of the helm manage the spinnaker.

When you reach your destination, simply roll up the jib and roll the mainsail into the Leisure furl aluminum boom. You’ll want to anchor out, if for no other reason than to use the slick counterweighted anchor deployment system designed by Peter Smith, Morris’s designer/engineer. It is beyond clever.

All of the traditional touches notwithstanding, the M52 is a thoroughly modern sailing yacht, and one worthy of being labeled an heirloom. Anyone who ventures offshore will want to add lifelines to the deck, but that’s a small aesthetic compromise in the name of safety. Otherwise, I wouldn’t change a thing.

Morris Yachts, (207) 244-5509; ** www.morrisyachts.com**

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• SPECIFICATIONS

Morris 57 Circe was custom built in 2008 for a very experienced yachtsman through the collaborative efforts of Morris Yachts , Fontaine Design Group , and her owner and his captain. Exquisitely crafted, Circe was designed for long-distance cruising between New England and the tropics. At 57 feet, she is still easily handled by a couple, yet large enough to accommodate six people in luxurious comfort. Two guest cabins forward and a palatial Owner’s cabin aft make this center cockpit yacht feel like a bigger boat, yet her push-button hydraulics and well-thought-out mechanical systems make sailing and docking a breeze. Extremely well maintained and only sailed by her original owner, Circe is now ready for her new stewards to enjoy their next adventure together.

Specifications

• draft 5'11" /13'2"
• displacement 52,082 pounds (half-load)
• fuel capacity 248 gallons
• water capacity 266 gallons
• type Sailing
• designed by Fontaine Design Group
• builder Morris Yachts
• model Centerboard long range cruiser
• hull material Composite
• location Newport. Rhode Island
• boat engine Yanmar 4LHA-HTP
• horsepower 124 hp

Circe boasts a classic satin-varnished teak interior. Her bulkheads are teak veneered Meranti marine plywood abutting solid teak rails, stiles, corner posts and fiddles. The overhead throughout the boat is made with custom fiberglass white V-groove panels supported by custom varnished teak battens.

Main Salon/Nav area

The center cockpit companionway steps lead into the main salon, amid-ship. The steps are teak and finished in crushed walnut shells and varnish for excellent non-skid control. The top and bottom steps are hinged and provide storage. The navigation table with cushioned seat and vessel AC/DC breaker panel and some electronics are to starboard of the stairs. Slightly forward of the Nav desk and outboard are two custom seats separated by a built-in teak table with drawers for storage. Additional storage alcoves and lockers/drawers with cane or solid teak panel doors provide plenty of space for owner gear. Two hull ports surrounded by bright white sheathing provide natural light in this navigation/reading area. The “knockdown” secure cabin sole throughout the boat is satin-varnished teak and maple planking with maple perimeter border. The main salon’s teak table, with folding leaf, is supported by custom polished stainless steel bases. When not dining, the port side settee can be transformed into additional berth by extending the settee’s port side leg inboard 6″.  The centerline settee backrest houses a 23″ flat screen TV that raises and lowers electrically and rotates 180 degrees for optimal viewing. Storage is provided below the centerline seat.

A liquor/wine bar storage cabinet and locker provide ample space for bottles and glasses and are convenient to the main salon table. Additional lockers/cabinets (high and low) with cane paneled doors and flat paneled teak doors are located on the inboard leg of the dinette, adjacent to the main mast.

  The galley is aft and port of the main salon and runs fore and aft. Access to the aft  cabin is through the galley.  A  satin-varnished teak stile and rail door with arched top and flat teak panels separates the Owner’s  cabin from the fore/aft galley area.  A second watertight door aft and inboard of the galley refrigeration provides excellent access for monitoring the engine room while underway.  A generous galley Corian countertop on both sides provide excellent space for food preparation.  The inboard counter includes two single stainless steel sinks with storage above the countertop in two cabinets as well as more space below.  The force 10 (3)-burner stove with SS hood is also mounted on the inboard side of the galley. A generous number of cabinets and drawers provide more than enough space for a very well equipped galley.  An 800 watt Microwave  in the galley as well.

Two large custom refrigeration/freezer units are installed aft and outboard of the galley and include separate Seafrost DC controls and interior temperature gauges.  Custom spice and knife racks and excellent ventilation with opening ports make this the perfect offshore galley layout.  

  Galley Stove

Circe has a Force 10 three-burner propane stove with a thermostatically controlled oven/broiler. The unit is gimbaled to allow it to swing freely when the boat is underway. The stove includes a custom stainless steel stove hood and exhaust fan.

The aft cabin has a centerline king berth flanked by two custom dressing seats to port and starboard. Four drawers are located at the foot of the berth and additional storage is found under the seat cushions. Lots of additional storage; hinged lift up locker tops, two large hanging lockers lined with aromatic cedar; 3 storage shelves behind cane cabinet door panels, as well as a drop-front storage lockers. Just forward of the king-sized berth is a teak bureau with mirror above and five satin varnished teak drawers. Six additional cane paneled lockers are found throughout the cabin. Great storage! 

The cabin is well-ventilated by opening ports in the trunk cabin sides; dorade vents in the overhead; two opening deck hatches and Hella electric fans. Excellent lighting is provided by overhead domes, reading and courtesy lights.  The teak and maple cabin sole runs throughout the cabin and into the private head with separate stall shower. A watertight door opens in the forward shower bulkhead to access the walk-in engine room.

The Owner’s head has Corian counter and sink, teak-framed mirror, electric head and ventilation (with auto lighting) via an exhaust fan. Dome lighting as well as lights at each mirror and near cabin sole at the vanity lockers.

Forward Guest Stateroom

This guest cabin is fitted with a generous sized vberth, built of satin varnished teak surfaces and the solid teak corner posts, rails and stiles found throughout the boat. The berth incorporates a dressing seat with storage beneath the cushion. The aft end of the berth includes four teak drawers for storage. Additional storage areas with cane panels provide more than enough space for guest clothes, bunk linens and blankets. There is one aromatic cedar lined hanging locker in the cabin. Both reverse cycle air conditioning and heat are provided to both guest and Owner’s cabins as well as dedicated Espar heat. The cabin sides are sheathed in white wood strips. The reflective custom fiberglass v grove overhead panels trimmed with varnished teak battens keep the space bright and cheery. Ventilation is provided by opening port lights in the trunk cabin sides, an overhead hatch and by two Hella fans. Three overhead dome lights and two bulkhead mounted reading lights are included as well as courtesy lighting in the aft face of the seat and near the cabin sole.

Engine Room

The engine room is a watertight space accessed from the galley or aft cabin shower. Both doors are aluminum A30 rated watertight doors by Pacific Coast Marine. This engine room was meticulously designed by the yacht’s captain and owner and includes the forethought of “soft patches” in the engine room overhead, making genset or engine removal via the cockpit sole possible. The room is insulated with materials by Novitechniek. Ease of maintenance, access and safety has determined the layout of all equipment in the engine room. Removable insulated panels are located as needed. A removable aluminum grate floor system provides great strength and visibility throughout and the engine room is even fitted with a work bench!

Electrical Equipment

Charging system.

• (2) 24 volt battery chargers and DC/DC converters/chargers
• (2) Mastervolt Magic 24/24 20 amp DC/DC converters
• (1) Mastervolt 24/12 20 amp DC/DC converter
• (1) Mastervolt 24/12 20 apm DC/DC converter for back up 12 volt emergency battery
• (1) Mastervolt Mass Sine 24/2500 sine wave inverter

Electronics

• Ockam Instruments with Matryx Displays
• Nauticomp Computer (2) 12″ LCD displays for plotting and radar
• Furuno NavNet GPS Antenna
• Furuno Plotters
• Simrad AP24 Autopilot
• Icom ICM-604 VHF Radio
• Icom ICM-802 SSB 12 v Radio
• Sony Ericcson Cell Phone & Digital Antenna
• Satellite Phone and Antenna
• Stereo & DVD Player
• Samsung TV with Electric lift system
• Phone inlet shore side service

Deck wash system (fresh and salt)

• Groco C-60 24 volt DC Salt water deck wash automatic, self-priming and corrosion-resistant on-demand pump Delivers up to 6.5 GPM. A 15′ length of self-coiling hose with bib fitting and nozzle connects to the Jabsco stainless steel flush deck fitting.
• Freshwater wash down connector is installed on the starboard side deck and plumbed directly to the freshwater pressure system. The same 15′ hose length used for saltwater washdowns can be attached at this deck fittings for swimmers needing a rinse!

The engine is a Yanmar, model 4LHA-HTP, (Serial # M26318), 124 horsepower diesel with in-line transmission (ZF45A).  Gear ratio is 2.43:1. It includes an 80-amp alternator and 150-amp 24v alternator. Shaft installation includes stainless steel strut and PSS shaft seal. A shark fin is mounted to protect the shaft strut.  Engine access is excellent with watertight bulkhead doors in galley and Owner’s cabin shower, as well as soft patch in engine room overhead/cockpit sole.  Engine room is insulated with Iso-Cor 3mm cork-rubber dampening sheets and 3M Thinsulate 6710. All insulation is covered with Millennium Metal aluminum panels. Engine room has additional sound dampening via Visco Damp material.  Engine room has 24v exhaust fan to help bring in fresh air for engines and eliminate heat in the room. Engine exhaust is expelled through a wet/dry exhaust system.

Oil Change pump

A Reverso OP-6-24V oil change pump is mounted in the engine room aft and to port of the transmission and provides an efficient way for draining and filling engine oil.

A three-blade Flex-O-Fold propeller is fitted to the shaft. The prop is 24″ x 17″ and includes a tip and donut collar zinc as well as a shaft-mounted line cutter.

Circe has a Simrad AP25-CH-3D autopilot with display mounted at the nav station. A second station is mounted in the cockpit at the helm.  Autopilot is interfaced with both radar and GPS. The autopilot’s CPU is located high on the aft bulkhead of the engine room. A heading sensor (Simrad RC42) is located on centerline under the sole in the aft cabin. An electric linear drive unit and rudder feedback sensor are also included in the system.

Bow Thruster

Circe has a Lewmar 250TT electric 8 KW tunnel bow thruster. The thruster is powered by the 24 volt battery bank and is operated from the helm via a joystick.

The Company offers the details of this vessel in good faith but cannot guarantee or warrant the accuracy of this information nor warrant the condition of the vessel. A buyer should instruct his agents, or his surveyors, to investigate such details as the buyer desires validated. This vessel is offered subject to prior sale, price change, or withdrawal without notice.

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FOR MORE INFORMATION

Broker: Eric Roos

207.266.2399

No risk to you — 100% satisfaction guaranteed! Order Now

MORRIS YACHTS INC Serial Number Lookup and Hull Identification Number Decoder

Get a free boat vin lookup and decode for morris yachts inc..

The first three characters of the Hull Identification Number (boat VIN) affixed to the transom of the boat hull designate the manufacturer of the boat. This is called the Manufacturers Identification Code (MIC) and are assigned by the U.S. Coast Guard. The MIC for MORRIS YACHTS INC is TMY.

All manufacturers who historically used TMY:

• MORRIS YACHTS INC
• THOMAS D C MORRIS YCT

In Business We believe this boat manufacturer is currently in business.

Contact Details for MORRIS YACHTS INC.

These are just some of the MORRIS YACHTS INC Hull Id Numbers / Boat VINs we've seen when analyzing accident, registration and coast guard databases to try to determine if there is anything to worry about in the boat's history.

Sample MORRIS YACHTS INC Hull Identification Numbers (HINs)

Timmerman Yachts is a Russian builder of quality luxury motor yachts. Based in Moscow, it is owned by a group of Dutch and Russian investors and operates out of Moscow Shipyard. Several noted naval architecture and yacht design firms are involved with Timmerman, including Vripack, Guido de Groot Design, Ginton Naval Architects, Jon Bannenberg Ltd., and Francis Design Ltd.

Founded in 2003, the company was named for 17th century Dutch boat builder Franz Timmerman who brought Dutch boat manufacturing techniques to Russia and co-founded the Russian navy. Timmerman Yachts has more than 1,000 employees working at the Moscow Shipyard.

Timmerman has delivered a number of semi-custom luxury yachts between 26-47 metres in length, including TM26 and Timmerman FD-51, designed by Francis Design Ltd. Other notable Timmerman yachts include Victoria M, Alexandra (now Latitude) and Olsten 125′.

One of the 10 largest yacht builders in the world, Timmerman is focused on building high-quality luxury yachts at more competitive prices. Its Russian-Dutch partnership provides great yacht-building capabilities. Timmerman builds yacht to the highest standards and holds DNV, MCA and Russian River Register certification. The company reportedly has more than a dozen yachts in some phase of construction.

Founded in 2003

Yachts built by Timmerman

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Marcus Morris' Knicks Tenure Comes Full Circle

Geoff magliocchetti | sep 17, 2024.

• New York Knicks

New York Knicks history forever changed on Feb. 6, 2020.

The obvious gift of hindsight notwithstanding, the first glance of the calendar seems to hint at hardly anything: the Knicks won their 16th game of the season with a 105-103 decision over the Orlando Magic.

Elfrid Payton was one assist short of a double-double while scoring 15 points, just behind 22 for Julius Randle, though it was far too late to land his first All-Star Game bid, the exhibition being only 10 days away. Elsewhere, Jalen Brunson, then a Dallas Maverick, prepared to do battle with the Washington Wizards the next day, facing former teammate Kristaps Porzingis in the nation's capital.

Prior to their tip-off in Orlando, the Knicks' Leon Rose-less front office made one of its final moves: fully embracing the arduous rebuild nature of the 2019-20 season, the Knicks traded leading scorer Marcus Morris to the Los Angeles Clippers in a multi-pronged deal that also enlisted the aforementioned Wizards.

Thus ended Morris' brief yet productive tenure with the Knicks, one akin to a brilliant performance in an otherwise dreadful outing for the franchise (think Michael Fassbender in the doomed "Alien" prequel series). Morris wound up being the leading scorer for the Knicks during a shortened season, putting up 19.6 points a game before he was shipped out.

Over four years later, Morris is back, signed to an Exhibit 9 contract on Sunday as the latest former Phoenix Sun to don blue and orange. What hath Morris brought? Plenty, in fact.

In the trade, the Knicks received ...

• Moe Harkless
• A 2020 first-round pick
• A 2021 first-round pick (did not convey)
• A 2021 second-round pick
• Draft rights to Issuf Sannon (from WAS)

Again, at first glance, there doesn't seem to be much obtained. Harkless, for example, played just 12 games for the Knicks before the COVID-19 shutdown and almost immediately moved on to Miami when he could. But a series of chain reactions set into motion some of the more significant acquisitions on the metropolitan ledgers.

The first true impacts of the Morris deal were felt on draft night in 2020: while mostly viewed as a disappointment due to the failed lottery selection of Obi Toppin, the Knicks have turned one of Rose's first major undertakings into a slow and steady victory.

The red pick from Los Angeles eventually became a bridge to OG Anunoby: New York traded the Clippers' pick (27th overall), along with their regularly scheduled second-rounder to Utah on draft night. Getting back the 23rd choice, they would select Leandro Bolmaro before trading the Argentinian to Minnesota in exchange for future French Olympic star Mathias Lessort and a second-round pick of Detroit's, which became James Nnaji at No. 31.

That's all to say that the deal netted Immanuel Quickley, the Bolmaro eventuality was a three-team spread that also involved Oklahoma City: the Thunder sent Quickley, the 25th overall choice, to complete the deal and he went on to defy expectations as a scintillating sixth man. Quickley, well, quickly proved himself worthy of NBA longevity ... and eventually found it in Toronto.

Quickley signed a long-term deal months after he was involved in the December trade that allowed the Knicks to secure Anunoby's services. To that end, one could argue that the Knicks were able to land Mikal Bridges as an aftershock: likewise acquired was Malachi Flynn, who later became part of last year's Bojan Bogdanovic/Alec Burks gambit. While neither panned out, Bogdanovic was later included in the rare barter with the Nets that procured Bridges' services.

The 2021 second-round choice also begot one of Morris' new teammates, namely backup guard Quentin Grimes. Chosen 36th overall, McBride and summer star Rokas Jokubaitis came over when the Knicks made yet another deal with the Thunder: this time around, the Knicks hit pause on the idea of tipping off the Villanova era early, sending Jeremiah Robinson-Earl (No. 32) away for the other youngsters.

The 2021 portions of the trade were thus salvaged after the first-rounder in question, originally Detroit's, did not convey for either coast. Burdened with protections. that choice eventually became top man Cade Cunningham.

Even Sannon, nary an NBA game to his name (often made to be one of the financially necessary "draft rights" pawns that get swapped during the selections, carried a bit of value: just over a week after the 2020 draft, his rights (and those of several others) went to Houston for Austin Rivers.

The veteran's ultimate Knicks impact may be his potential for a very low Immaculate Grid score (he played just 21 games in Manhattan) but if Jericho Sims helps solve the team's ongoing backup center issues, that could change: in yet another multi-team deal ... one that somehow involved the Oklahoma City Thunder again ... Rivers was sent to Oklahoma City while the Knicks obtained even more draft rights and another pick ... the 58th choice later that year, which saw Sims called in Texas.

Six degrees of Marcus Morris doesn't exactly have the same ring to it, but it's certainly added a sense of sense of sizzle to the Knicks franchise that traditional namesake Kevin Bacon could never match.

Make sure you bookmark All Knicks for the latest news, exclusive interviews, film breakdowns and so much more!

• Liberty Fall to Familiar Foe
• Liberty Hope to Use Futile, Furious Fourth
• Marcus Morris Glad to Be Back
• Knicks Bring Back Marcus Morris
• Lynx Bite Liberty's Homecourt Clinch

GEOFF MAGLIOCCHETTI

Editor-In-Chief at All Knicks

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Morris and Lona Cohen: Two Soviet secret agents from the U.S. (PHOTOS)

There was a case in the early years of Queen Elizabeth II’s reign, when she had to give a pardon to a couple of Soviet deep cover agents. On September 23, 1969, she signed two acts regarding Peter and Helen Kroger. There, Her Majesty admitted they were convicted for secret transmission of information that broke the Official Secrets Act 1911, but ordered to release them the next day after her pardon issue. By that time, they had served eight years of their sentences.

The agents’ true names were Morris and Lona Cohen, but nobody in the UK knew that. Soon, they were used in an exchange for Gerald Brooke, who was convicted in the USSR for spying for the UK. A month after their release, the Cohen couple arrived in Moscow via Warsaw. 

Russian spies Morris and Lona Cohen leave London's Heathrow Airport on a BEA flight bound for Warsaw, 24th October 1969.

Actually, the USSR wasn’t their homeland: Morris (born in 1910) was a son of Russian Empire immigrants and Lona (born in 1913) - a daughter of Polish ones. They were both born in the U.S. Morris recalled he had dreamed of the USSR since his childhood: “I wished to see the motherland of my ancestors with half an eye. As I grew older, this wish became stronger.” His and Lona’s destiny was to live there one day. Yuri Andropov, who was the KGB (‘Committee for State Security’, a Soviet organization that was, in particular, in charge of foreign intelligence services) head at the time, helped the Cohens become citizens of the USSR.

‘The Volunteers’

How could it happen that two Americans became Soviet agents? Their political ideas played a key role there. Morris was a dedicated antifascist and communist, so, in 1937-1938, he fought on the side of International Brigades in the Spanish Civil War. There, a stationery agent named Alexander Orlov noticed Cohen and invited him to work for the NKVD (‘People’s Commissariat of Internal Affairs’, a notorious organization in charge of foreign intelligence). Orlov wrote a report about Morris to Moscow saying : “I’m sure he was driven not by love of adventure, but by his political ideas.” Morris was given a codename ‘Luis’ and returned to the USA as a Soviet agent.

Morris Cohen.

Even before Morris went to Spain, he met Lona (full name - Leontine Theresa) Petka, also a communist, at an antifascist rally in New York. They got married in 1941. Lona soon began to guess the secret work Morris was doing. He recalled : “Then I couldn’t decide for a long time whether I had to involve Lona into cooperation with Soviet intelligence or not. Of course, I understood there was no sense in playing hide-and-seek.” Lona became a deep cover agent, too, and received the codename ‘Leslie’.

Lona Cohen.

The Cohens were very talented as recruiters. Their group was called ‘The Volunteers’, because the Americans worked for the idea and accepted only the money that was required to perform their operations. Before World War II, the couple had the task of getting a draft of the newest aircraft machine gun, but they instead got in contact with a plant worker, who even gave them the gun itself, piece by piece. It was sent to Moscow with the help of the Soviet embassy.

In 1942, Morris was called up for military service and sent to Europe to fight the Nazis. Lona then worked with the Manhattan project informers. Morris involved a scientist from the Los Alamos nuclear weapons laboratory, who was codenamed ‘Perseus’. Lona had to meet him in Albuquerque, New Mexico, to obtain some secret documents and then to deliver them to the agents in New York. When she was boarding the train to New York, the police suddenly started checking everyone’s luggage. The documents were hidden in a Kleenex box. Lona pretended to have a runny nose and took the box out. Colonel Dmitry Tarasov recalled : “When they started looking through her things, she handed that box directly in the checker’s hands. She started fumbling in her things herself and did it until the train began to move,” The police helped her get onto the train and gave her back the Kleenex box - nobody even looked at it.

The growing risk

When Morris came back from World War II, the Cohens continued their activities together. They cooperated with agents William Fisher (‘Mark’) and Yuri Sokolov (‘Klod’) until 1950, when the situation had become dangerous for the Cohens - they were close to being disclosed like many Soviet agents were at the time. Sokolov tried to persuade them to leave for the USSR. He recalled : “The Cohens’ safety was doubtful. In the heat of the moment, they [the American officials] might not just arrest them, but do whatever they wanted <...> we had to take measures, save them, evacuate them from the country.”

Spy equipment.

At first, the Cohehs went to Mexico with documents saying they were the Sanchez couple. Then, they had to make a long way through Europe using the last name ‘Briggs’. Suddenly, they were stopped at the German border for an identity check. Lona’s temper frayed. She caused a scandal, shouting at the Germans: “Who, at the last, won the war - the U.S. or you? You have no right to halt an American delegation!” Finally, the passport control officer let them continue their way.

It was their first time in the USSR, but the Cohens didn’t stay there long. They went through additional agent courses and wanted to return to the secret work.

‘The Cottagers’

In 1954, the Cohens were sent to the UK as liaison people for a Soviet agent named Konon Molody (‘Ben’), who was known there as a rich Canadian businessman named Gordon Lonsdale. The couple used the aliases ‘Peter’ and ‘Helen Kroger’ from New Zealand. The KGB dubbed them ‘The Cottagers’. They got a small house near the British Air Force’s Northolt base and Morris bought a secondhand bookshop as cover.

A Hillman police car in the driveway of Cohen's bungalow in Ruislip, 9th January 1961.

The main goal of Ben and ‘The Cottagers’ was to explore the secrets surrounding the main base of the British Air Force. They found out political, strategic and technical information; for example, concerning missiles and underwater echo-sounders. The archive documents of the Russian Foreign Intelligence Service say they were one of the Soviet intelligence most successful teams. Vasily Dozhdalyov, an agent who worked with Molody, recalled : “Moscow knew the British submarine force as well as Elizabeth II did.”

Molody (1922-1970), Soviet Intelligence Officer.

https://phototass4.cdnvideo.ru/width/1020_b9261fa1/tass/m2/uploads/i/20200630/5623435.jpg (Konon Molody)

Their work suddenly came to an end after the betrayal of a Polish agent named Mikhail Golenyovsky, who started to cooperate with the CIA and to pass them everything he knew about the Soviet agents. Molody and the Cohens were arrested in 1961. It was unexpected, so the police found lots of radio equipment in Morris and Lona’s house. Konon tried to take all the blame and was sentenced to 25 years in prison. Despite the efforts of Molody, Morris got the same jail time, while Lona was sentenced to 20 years.

The Cohens after the release from their prisons.

The Cohens felt frustrated and suffered health problems in their respective jails, but they were allowed to write letters to each other. In one of them, Lona wrote : “All we can do is to set our teeth and continue. I know it’s difficult, but we have no choice.” They refused to cooperate with MI6 and disclose any of their secrets until their release in 1969.

Commemorative stamps with Lona and Morris Cohen.

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Remembering an Unknown Hero: Morris Childs, America’s Greatest Cold War Spy

If you’re looking for a book as a Christmas gift, I suggest an oldie but goodie, and in honor of the fact that it was 20 years ago that this nation quietly honored the subject of the book: a hero, a Cold War spy whose work was so classified that the 1988 ceremony commending him had to be held in secret.

The book is John Barron’s  Operation Solo: The FBI’s Man in the Kremlin  (Regnery, 1996), which concerns the extraordinary, unheralded work of Morris Childs. That work remained so critical that when Childs died in June 1991 the FBI could not disclose his past at his funeral. At best, the FBI official could announce to a shocked synagogue that this man, whom friends and relatives had thought to have been a lifelong communist—and the second most important person in Communist Party USA—had been an invaluable FBI asset, whose “accomplishments were staggering.” The assembled in the room, particularly the comrades, audibly gasped.

Here’s the remarkable story in a nutshell: Morris Childs, known by only a handful of government officials as “Agent 58,” was born June 10, 1902, outside Kiev. His real name was Moishe Chilovsky. His family, like many Russian Jews, was a victim of the Czars’ pogroms. They fled for America, arriving in Chicago on December 11, 1911.

Morris was radicalized by several forces, particularly at the Chicago Institute of Art and through free lectures at Hull House by the likes of atheist Clarence Darrow—a hero of the communist movement. Chicago was a hotbed of American communism; the party was founded there in September 1919. At age 19, Morris joined the party as a charter member. The party insisted on absolute, unquestioned, religious-like fealty, and Morris obeyed. As his biographer recorded, “whatever the party asked, he did.”

Morris became close to Earl Browder, the face of American communism for a generation. Browder served, as Childs noted, as the primary American agent to the Soviet Comintern: the Communist International founded by Lenin in 1919. From headquarters in Moscow, the Comintern approved all major actions of the American party, from its creation to its leadership to the editors of its publications.

Morris was sent to Moscow in January 1929 to attend the Lenin School, which trained leaders for the worldwide revolution. He learned violent, clandestine techniques to advance the revolution: explosives, robbery, sabotage, firearms, urban guerrilla warfare. He was also recruited into the OGPU (Soviet secret political police) to become an informant.

It would be a while before Morris eventually became a stalwart anti-communist who worked for the FBI. The revelations of the late 1930s were a wake-up call: Stalin’s purges and mass terror, the famine, the odious 1939 Hitler-Stalin Pact that launched World War II.

Another character who entered this drama was Gus Hall. By 1959, Hall had been chosen general secretary of CPUSA. Hall was devoted to the Soviet Union until the day he died.

Morris, however, hoodwinked Hall—and the Soviets. He was the most trusted American in Moscow from the 1960s until 1980. He became especially close to Leonid Brezhnev and his regime. The Soviets loved Morris like a brother, eventually bestowing on him the prestigious Soviet Order of the Red Banner—an incredible, hilarious accomplishment for an undercover FBI agent.

What Childs learned from the Soviets is the subject of Barron’s book. I would like to highlight one major item that underscores the remarkable relationship between CPUSA and Moscow, definitively affirming that the American left was dreadfully wrong in claiming that the two sides had little to no connection. We now know what American anti-communists had long suspected: the Soviet Union bankrolled CPUSA.

Morris Childs and his brother Jack (also a spy) were conduits for the funding. The Kremlin gave CPUSA millions of dollars in annual funding. The total approached $2 million annually by 1976—America’s bicentennial—and rose to $2,775,000 by 1980. Barron’s biography lists the exact amount each year, down to the literal penny. The FBI knew the precise amount because it counted every dime at a half-way house prior to when Morris deposited it in a safe for Gus Hall.

Hall and CPUSA were doing all of this illegally; they were, flatly, congenital liars and lawbreakers. They were an arm of America’s chief adversary—a barbaric regime, unprecedented in its destruction of civil liberties and human beings.

The FBI was in a bind as to whether to disclose this information to Congressional committees or senior White House officials. After all, if the public learned, particularly through a leak, that CPUSA was literally kept alive by Soviet funding, the cover on Morris Childs would be blown, compromising the flow of superb inside information Morris was securing from the Soviet leadership.

Summarizing that information is impossible here. If you would like to learn more, get a copy of John Barron’s  Operation Solo  this Christmas season. And while you’re at it, take a moment to appreciate an unknown American hero named Morris Childs.

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