Sardine Carrier For Sale – Sardine Carrier Boat Hull Plans – 2023

Last Updated on 6 May 2023 by Number One Boats

Sardine Carrier For Sale – Sardine Carrier Boat Hull Plans 2023 welcome to your posting guys. Sardine Carrier Glenn-geary, Helen Mccall, Strathaven, İnterior Paint Color and more with you.

We have compiled all the technical specifications, old and new pictures, speed, engine and more of this precious boat for you. In this article you can find everything about this boat. In fact, we have left you the necessary contact information for purchasing. I highly recommend you to read this amazing article till the end.

Sardine Carrier For Sale

Sardine Carrier For Sale Near Me: The WILLIAM UNDERWOOD is a sardine carrier, built in 1941 in Dorchester, Massachusetts, at the Simms Brothers yard. She was built for the William Underwood Co., a leading manufacturer of canned goods in Boston.

The Underwood carried sardines and herring from the weirs and nets where they were caught along the coast of Maine to the Underwood packing plant in Jonesport. The plant originally opened in the late 1800s for packing clams and sardines.

Boats like the William Underwood are now considered excellent workboats to convert into yachts because of their attractive lines, speed and maneuverability. Yard owner Taylor Allen plans to use the Underwood as a cruising boat for his family.


  • LOA – 64’11”
  • LWL – 60′ 10″
  • BEAM – 12′ 6″
  • DRAFT – 5′ 6″
  • DISPLACEMENT – 70,000 lb.
  • HULL TYPE – Sardine Carrier
  • CONSTRUCTION – Single carvel planking over steamed frames.
  • PROPULSION – 180 HP Detroit 671 diesel
  • SPEED – Up to 11 kt.
  • PLANS SHEETS – Various
  • PLANS DETAIL – Above average
  • PLANS COST – Contact Doug Hylan

OTHER REFERENCES – WoodenBoat 136 (page 99), 141 (page 80), 142 (page 78).

TO ORDER PLANS: For information about plans availability, please contact us at Hylan & Brown – Boatbuilders, 53 Benjamin River Dr. Brooklin, ME 04616 or

Sardine Carrier Boat Hull Plans

Sardine Carrier Boat Hull Plans below.

Scratchbuilt Sardine Carrier (Hull No. 2)

In November 2004 I completed my first scratchbuilt boat as a gift for my youngest son, and I immediately committed to building another for his brother.

These boats are built with three things in mind:
1) They need to be slow and easy to handle by young children.
2) They need to be virtually unsinkable.
3) They must be built as inexpensively as possible.

The plans for this boat are a perfect match for these criteria. This thread will fully detail the construction of “Mowgli”, an 85′ Atlantic sardine carrier based on H.H. Payson’s plans for “Pauline”:

The completed model is 31″ long at 1/32 scale, powered by a direct drive 14V Pittman motor ( thanks Tachikaze ) turning a 1.5″ prop. Power is provided by a 7.2V 3300 MAH NiMH battery pack, and the radio is a basic 2ch AM Tower Hobbies system. The ESC is a $15 Futaba MC230 clone I had on hand. (not recommended but see point 3 above)

(If this seems somehow familiar, this build is similar to “Hull Construction Techniques”, but will have many more construction details, and include the things I wish I had known the first time around).

Humble Beginnings.

The plans call for this boat to be built using the bread-and-butter method. Since I still had all the templates I created the first time around, I decided to go ahead and follow the directions. Using this method, the hull is built in two halves, and then glued together.

The half-hull “lift” plans were originally redrawn in CAD and plotted to size, then glued to masonite and cut out.

Armed with two eight foot lengths of 2×4 pine and a table saw, I ripped the wood down into 9/16″ thick planks. I wasn’t too worried about getting a perfectly smooth cut, as a little roughness on the face of the plank gives the glue some “grip”

Building a stuffing tube

The shaft on my motor is 4mm, which just happens to be within a few thousandths of an inch of 5/32″.

The K & S metal center that most hobby shops carry has inch sized telescoping rod and tubing that makes building your own stuffing tube really easy.

My prop shaft is a length of 5/32″ brass rod. I purchased a length of each of the next two sizes of telescoping tubing. I then cut the larger tube to the length of stuffing tube I required, and cut two 1/2″ lenghts of the smaller tube.

These short lengths were soldered into each end of the stuffing tube, and act as bearings for the shaft.

Next a hole was cut into the stuffing tube near the inboard bearing and a short vertical tube was soldered into place. This will be the “lube tube”, allowing the stuffing boz to be lubricated without removing the prop shaft.

As a final step, the both ends were cleaned up with a file.

Sardine Carrier Amaretto

Sardine Carrier Amaretto details below. In the bitter winter of 1976-77, I found myself living in a barely heated house near South Bristol, where I was trying to figure out a way to repower the 71-foot sardine carrier Amaretto (built as the Muriel in East Boothbay for the North Lubec Packing Co. in 1914).

My original plan had been to make some money carrying herring around Penobscot Bay and then after a season or so, to take out the 1930s-era Buda diesel and replace it with something more dependable. It didn’t work out that way. The old Buda barely made it to the South Bristol dock. I had to find another engine, like it or not.

The local diesel dealer was eager to sell me the $20,000 Volvo or the trusty $18,000 Cat, but I had money for neither.

Living alone in a town where I knew barely anyone, those were difficult days. Sometimes, after a discouraging day of engine room work disassembling the old Buda, I just needed to walk, to clear the cobwebs and dark thoughts.

My wonderful yellow Lab and I would jog down a long lane between snowy fields out and onto a frozen bay. The dog would run across the ice, until he was just a dot in the gathering gloom, then turn around and run past me and disappear the other way.

Now and again the ice would mysteriously boom and crack as the tide moved under it, and the dog would return to huddle, frightened, by my side. Then we’d walk back and build a fire in the old farmhouse’s woodstove. I’d feed the dog, heat up something quick for myself, and we’d just sit by the fire together. For then, that was good, and it was enough.

Then in late February I saw an ad in National Fisherman: “Graymarine surplus 6-71, still packed in Cosmoline, $1,500, NH.” I knew those engines—tens of thousands of them had been built to power landing craft and tanks in World War II, and were recycled after the war into fishing boats all around the country.

They were simple and dependable. The first boat I’d worked on in Alaska as engineer had a pair of them. Later I ran a fish-buying boat with one.

I borrowed my friend Lincoln Davis’s 1946 one-ton blue Ford, and headed to a New Hampshire garage where I found my new engine, hooked up to a water hose and a five gallon can of diesel. It had the old-style valve cover.

I looked carefully at the governor and there was the word “Battle”—painted over, but still visible. Battle refers to a position on the throttle control that was only used when desperately necessary: headed into an enemy-held beach, the men crouched low, the shells falling fast and furious, when you needed every knot of speed that the engine could possibly produce. If the price was raw fuel burning its way around the rings and into the cylinder linings, it didn’t matter, the engine could be rebuilt later.

We hooked up a battery to the engine, and what a racket—it started right up! Deal done, we called a wrecker to hoist the engine into the back of the truck. The dog and I and that World War II engine headed up the road to new lives for all of us.

I figured that if it could push a landing craft of frightened men into a beach at Normandy, Sicily, or North Africa, surely it could push an old sardine carrier along the coast of Maine.

When I pulled into the local engine dealer’s shop to use his hoist to unload the truck, I sensed that he and the fishermen in there with him saw me in a new light. Another old sardine carrier was also lying at South Bristol that winter, the old Conqueror, whose long-haired owner seemed more interested in tooting weed and telling tall tales than actually tackling the sorely needed rebuild.

Until the moment when I showed up in the February dusk with a 1940 engine in the back of a borrowed 30-year-old truck, I sensed that the men had considered me as just another dreamer with an old boat.

The $1,500 for the engine was just the beginning. The pilothouse had to be rebuilt, and the engine needed a reverse gear. The only one I could find was in Seattle: $2,000 plus air freight.

When it arrived, it turned out that the 1946 oil pan didn’t work with the 1976 reverse gear. A friend from my Alaska fish-buying days flew out to help with the by-then-immense project. I’d about run out of money.

Fortunately spring came, and the folks around town were sympathetic to our situation: Junior Farrin, whose wharf we were tied up at, stopped by with mackerel from his fish trap and lettuce from his garden, and lobstermen dropped off lobsters.

And a minor miracle occurred when the loan officer at the Damariscotta Bank and Trust found the courage to loan money on a boat older than he.

One day, one of the draggermen invited me up to his house. There, spread out on the floor of an upstairs bedroom with a view of the bay, were boxes of original parts for my engine, some still wrapped in wax paper and Cosmoline.

There was the oil pan that I needed, a new water pump, and new injectors. “Take what you need,” said the kindly fisherman, “pay me when you can.”

The crane over at Hodgdon in East Boothbay, where Amaretto had been built so many years earlier, hoisted out the old Buda and set it over in the weeds. A few weeks later, with the engine room cleaned, painted, rewired, and replumbed, the crane at Harvey Gamage’s Boatyard hoisted in the new/old Graymarine.

Old Merrit Brackett, crackerjack South Bristol mechanic, heard the engine running rough one day and came over and spent a couple of hours down in the engine room with me, setting the valves and the injector rack, even giving me the special little tool that he used. Thrilled at how much better the engine sounded, I thanked him and asked what I owed him.

“Aw,” he said, “I didn’t do much. Give me five bucks.”

We spent almost the last of the borrowed money on fuel and enough groceries to get out to Vinalhaven where I had heard there might be work for an old sardine carrier.

But first we needed to thank all who’d helped us. I borrowed a grill, bought burgers, beer, and chips. And on a perfect early summer afternoon, tied alongside another sardine carrier, the Betsy and Sally, skippered by a friend, Paul Cartwright, we had a party on board the freshly painted, rigged, and repowered Amaretto.

One by one, I proudly took everyone down the ladder into the engine room. We hit the starter and slapped each other on the back as that 35-year-old engine rumbled yet again into life.

The leaves were gone from the trees, and the fall winds had started to blow in earnest when I pulled back into our winter berth at Junior Farrin’s dock, after an exciting and finally profitable season carrying herring for bait to lobster buyers on Vinalhaven, Stonington, Swan’s Island, North Haven, and Matinicus.

I put the lines on the dock, shut down for the last time, and the dog and I headed up the road to Christmas Cove for a nice long walk.

On the way, we met one of the many kindly folks who’d helped us get Amaretto going that spring. He asked us how we’d made out and I told him it had all worked out great.

“Good,” he said. “We hoped it would.”   

Joe Upton fished in Maine and Alaska for 25 years. 

More about Amaretto and the herring fishery can be found in Amaretto, published in 1982 by International Marine Publishing, and reprinted in 2015 as Herring Nights: Remembering a Lost Fishery by Tilbury House.

Sardine Carrier Glenn-geary

Sardine Carrier Glenn-geary details below.

Sardine Carrier For SalePin
Sardine Carrier Glenn-geary
  • Title:

Sardine Carriers Glenn Geary and Helen McColl at Southwest Boat Corporation Dock in Southwest Harbor

  • Type:

Image, Photograph

  • Subject:

Structures, Transportation, Marine Landing, Wharf

Vessels, Boat, Sardine Carrier

  • Creator:

Ballard – Willis Humphreys Ballard (1906-1980)

  • Address:

168 Clark Point Road

  • Place:

Southwest Harbor

  • State:


  • Country:


  • Source:

Collection of the Clark Family

  • Rights:

In Copyright

Helen Mccall Sardine Carrier

Helen Mccall Sardine Carrier details below.

  • Title:

Helen McColl – Sardine Carrier

  • Type:


  • Subject:

Vessels, Boat, Sardine Carrier

  • Description:

The “Helen McColl” was named for the daughter of the Seacoast Canning Company manager, Francis P. McColl.

“The vessel “Helen McColl” “was often referred to as the “Queen” or “Flagship” of the Seacoast [Canning Company] fleet. She had fine lines, was long and narrow with two masts and no wheelhouse.” She was similar to the “Mildred McColl” built in 1913 and named for Helen’s mother, Mary Permelia “Mildred” (Smith) McColl.

She was originally built [in 1911 by the Adams Ship Building Company at East Boothbay, Maine as a “knock about” schooner to be used to freight lobsters from Nova Scotia to Boston.

She was 65 feet, seven inches long on the keel and 16 feet, six inches wide and built with natural-growth timbers. She was powered with an auxiliary engine and sails on her two masts. In 1912 she had work done to her in Lepreau, N.B.

In 1954, the Seaboard Packing Co. was sold to Stinson Canning Co. and they took over ownership of the “Helen McColl.” Her new Master was Kermit Thurston and he ran fish to Stinson’s factories in South West Harbor, Bath and Prospect Harbor, Maine.” – “Masts and Masters:

A Brief History of Sardine Carriers and Boatmen” by John D. Gilman, published by John D. Gilman, 1993, p. 60-63. See the book for an extensive history of the McColl’s seagoing life and masters.

“1911, 65’7” x 16’5” x 6’6” at East Boothbay for Seabord Packing Co. of Eastport. 36 Gross x 17 Net, call WAS757, No. 208535. Some of the skippers who worked her were Liscomb Hartford, Sumner Hartford, Ott Cline, Ned Hallett, Hal Grew, Sam Herley, Art Sirles, Heber McNeil.

Arnie Cline in summer of 1918 ran her with Somerville Anderson. It has been recorded that the three master “Lillian E. Kerr,” the lumber schooner out of Machias, was towed through Lubec Narrow to a safe anchorage in Johnson’s Bay by the “McCall,” ahead of a bad spell of weather.

In the middle 1960’s she was running fish to Bath. In the old days she made occasional pleasure trips across to N.S. to the Annapolis Valley cherry picking rinktums and shin digs.

She was sold to Pacific Northwest.” – Sardine Carriers and Seiners of the Maine Coast compiled and written by Paul E. Bennett, The St. Pierre Doriman, p. 31 – 1992 with additions from “Canned: A History of the Sardine Industry,” Part II, by John Gilman, privately published, September 2003, p. 30.

Sardine Carrier Beryl Camden

Sardine Carrier Beryl Camden next time. Other details can be found below. Please continue reading.

Sardine Carrier Called Satellite

Sardine Carrier Called Satellite – ROCKPORT — Taylor Allen first glimpsed the William Underwood more than 12 years ago at the Atlantic Boatyard down on Flye Point in Brooklin, on Herrick Bay. The old sardine carrier, built in 1941, had been partially overhauled — more accurately, the vessel had been stripped to its hull, and had been sitting under a cover for some time.

“It seemed like a good project,” said Taylor, who appreciates the lines and shape, not to mention the utilitarian purpose of these boats, which at one time plied the Atlantic coastline, hauling the sardines and herring from the weirs and transporting them back to the packing plants perched on the waterfront in places like Rockland, Bass Harbor and Jonesport. The fish, which had been tightly channeled into an enclosed net and pumped aboard the carriers, were then deposited at the canneries.

Brownell arrived in Brooklin with a truck, loaded the Underwood hull onto it, backed onto a barge, which then steamed the truck/boat package across to Penobscot Bay to Rockport.

There, the Underwood was tucked in the back corner of the Rockport Marine boat shed, where it remained, slowly getting attention while the hustle and bustle of the boat builders went about more than a decade of business.

More than two years ago, on a cold January Sunday morning, Taylor was moving about the interior of the Underwood, poring over plans that were stretched out on tables in the back of the shed. The vessel was slowly retaking its shape, and Taylor’s quiet focus was on its potential that was growing with the rough framing.

What emerged from that shed in July 2019 was a proud boat. The colors of cream and pistachio green trim, with an interior evoking Herreshoff, as one admirer said, was offset by a gleaming wood deck, and the finishing touch: hand-painted sardines courtesy of Colin Burns leap across the bow line. The Underwood was ready a new era as a coastal cruiser.

“I’d like to go up to eastern Canada,” said Taylor. “Maybe go south in the winter to the Bahamas. It is not an oceangoing boat, and not one I’d want to take to Bermuda.”

The crowd that had gathered at Rockport Marine to celebrate with Taylor Allen and Martha White, their son, Sam Temple, who is now running the yard, and the craftsmen who helped Taylor work on the boat, was delighted by the creative energy that the rebuild entailed.

“I appreciate the help from my family and the boat yard crew,” said Taylor, standing in front of the vessel, just before it was lowered into the water. “It couldn’t have happened without everyone at the boat yard.”

He thanked Sam Chamberlain, who “laid out the interior of this boat and drew the waterline on it, and allowed us, the boat yard crew, to build what you see here.”

Taylor also thanked Glenn Pease, Scott Whiting, the yard’s mechanic, Parker Hackett, “a wonderful craftsman,” Tim Watts, “who does his work cheerfully, quickly and with great skill.”

At 70 feet in length, with a 16-foot beam, drawing six feet, and weighing 100,000 pounds, the boat is powered by a 1980s 250 horsepower Cummins engine, which has been rebuilt by Billings Diesel and Marine in Stonington.

The electrical systems were installed by Eric Palmer, and Ed Hurlburt helped with the installation.

“I did the installation and Ed cleaned it up,” said Taylor.

Right now, the Underwood sits at the dock, while finishing touches are made. To Taylor, it’s a finished project, and he likes projects. He’s not one to talk about why he took it on, only that it lit a creative spark in him, which slowly took shape.

Mostly, he appreciates the sardine carriers, and their place in our maritime history.

“These boats were purpose-designed,” he said. “To my eye, they are just beautiful.”

Sardine Carrier Strathaven

Sardine Carrier Strathaven= Roger Eldon Kinghorne of North Head Grand Manan Island passed away at his camp at the Logan Hole Monday February 7, 2011. Born in 1955 he was the son of Mr. and Mrs Lawson and Ethel Kinghorne of North Head.

Roger worked hard as a fisherman all of his life. He owned and operated his lobster boat “Special K”, worked for Connors Bros. on the sardine carrier “Strathaven” for the past several years, fished for sea urchins, scallops, and worked in the weir fishery as well over the course of his career as an inshore fisherman.

He enjoyed spending time at his camp where family and friends would drop in and visit for a few laughs, some good times and spend time with Roger. He will be missed by all who knew him. Besides his parents he is survived by his wife Vicki Kinghorne at home, his daughter Miranda Kinghorne of St. Andrews.

His two sons Regan, and Logan Kinghorne, both of North Head. His two sisters Sharon (Claude) Ingalls of North Head, Toby Kinghorne of Seal Cove. His three brothers Sherman (Heather) Kinghorne of Grand Harbour, Eugene (Julie) of North Head, and Gordon Kinghorne of St. Stephen.

Song Man Dies On Sardine Carrier Gordon Bok

Song Man Dies On Sardine Carrier Gordon Bok pdf is below. Download please.

Grayling Sardine Carrier İnterior Paint Color

Grayling Sardine Carrier İnterior Paint Color: At Thomas Townsend Custom Woodworking in Mystic, Connecticut, the walls are painted a warm buff color and covered with poster-sized black-and-white photographs of family boats, old advertisements for classic trawlers and lobsterboats, paintings, and more photographs of past and ongoing projects.

Townsend is an inveterate host, quick to laugh, and his shop is as comfortable and welcoming as his boats. There is a worn oriental carpet at the entrance, a waist-high stack of boat magazines next to the door, and a pair of unusually comfortable Adirondack chairs in front of the woodstove.

The shop has built and restored many boats, including two 1960s-era Penbo trawler-yachts built by Penobscot Boat Works (see WB No. 161)—and a handful of lobsterboats by several well-known Maine builders.

Townsend recast the Penbos as simply as possible, replacing much of the original deck furniture and hatches with versions of his own and swapping out the hinged doors to the deckhouse for sliders to eliminate visual breaks in the house sides.

As he often does, he also made good use of carefully rigged custom canvas awnings to lengthen the lines of the cabintops aft while keeping light the overall structure and visual effect.

The business, which has been active since 1995, skews slightly toward restoration and maintenance over new construction. Some of the new boats are built to designs by Townsend, but nearly all of the boats under his care—whether his own designs or those of others—bear a resemblance to one another.

What unites this fleet? Part of it is the shop’s preference for workboat-inspired yachts, from sleek converted lobsterboats to full-bodied trawlers such as the Penbos. Part of it is the carefully considered and unusual paint schemes, which certainly stand out against white and dark blue at boat shows.

Townsend’s colors include earth tones and traditional greens, buffs, and grays, and occasional highlights of clay reds. Inspiration for these palettes often comes from the natural world: the greens, browns, and golds of a whole pineapple; a patch of eelgrass; and autumnal colors have all inspired his paint schemes.

“So many of these colors are classic colors,” he insists, “it’s not like I invented them all….” And while it is true that many of the colors he uses are popular classics, his very particular combinations are a signature element of his style.

Any boat that comes through his shop leaves not just with a paint job, but with a whole color program that is precise and carefully considered, all the way down to the canvas.

But there’s a lot more to Townsend’s approach to design and restoration than dressing up former workboats in surprising color combinations. It extends to a level of detail many builders would leave up to owners: an emphasis on simplicity and comfort, obsessively thought-out interiors, carefully designed dodgers and cushions, even hand-picked dishes and rugs.

The result is a remarkable cohesion among a fleet of boats that wouldn’t ordinarily be seen as a family. And this gets one to wondering: What are the signature elements of the Townsend style?

Light and Color

Townsend’s sense for color and its impact on space and scale is deeply intuitive. In fact, painting theater backdrops and murals in high school was one of the only things that kept him in school.

His mother is a talented, and still practicing, interior designer and illustrator trained in traditional drafting. Trompe l’oeil, the process of creating visual illusion with paint, figures into the boats occasionally, such as when diamond cutouts get a coat of black inside to make the outside edges appear perfectly crisp and bottomless.

Such theatrical conventions are in evidence in Townsend’s lighting, too. Inset deck prisms can be found in the same cabin as old-fashioned gimbaled oil lamps and electric fixtures, but all the lightbulbs are placed on the forward sides of bulkheads so they throw their light ahead without being visible from the companionway. Sometimes stained-glass panels appear in bulkheads to bring a bit more color and light below.

Most of the colors are custom-mixed, and the shop keeps recipes on file with several paint companies. Townsend and crew give the colors their own names in-house, most of which are amusing and unfit to print.

“Decks,” says Townsend, “are very important” when it comes to the overall visual effect, but they have to be practical. Using dark colors on low areas and light colors in high areas keeps boats “from looking like they’re going to roll over,” says Townsend, and reversing that pattern can make a boat look top-heavy.

Interiors and overheads receive lighter colors to better reflect light and create a feeling of spaciousness. Color blocks are broken up in logical places to make maintenance as straightforward and unfussy as possible.

“I try to make things easy to take care of, have easy breaks in the paint, and have a schedule of maintenance so you don’t have to do the whole bloody boat every year.” He also uses “good, tough paint.”

Varnish is typically absent from Townsend’s boats; rather, teak trim is left to turn silver with weathering, and countertops below are oiled. He does, however, occasionally use satin varnish belowdecks on small items such as poles, doors, drawers, and trim.

While he will spend hours trying to find just the right combination of colors, Townsend is quick to say, “It’s just paint.” As such it’s easy to change, cheaper than structural refits, and allows relatively low-risk unconventional choices.

Unconventional Hardware and Machinery

Townsend is not interested in gadgets for their own sake, but he relishes a design puzzle. When a prospective owner requested a boat that would look and handle like a traditional lobsterboat but could ground out on the mud in front of his house at low tide, Townsend built a jet-ski engine into the boat (see WB No. 198). And although the shop crew is adept at traditional plank-on-frame construction, they are also very comfortable with strip planking and fiberglass-sheathed plywood if affordability is a concern.

Flexibility for singlehanding and ease of getting ashore are also important factors. Windshields swing open for good visibility and ventilation forward, and sliding side doors allow quick foredeck access from the pilothouse. The boats often have swim platforms and removable chocks and davits for dinghies.

Townsend always prefers to carry a dinghy aboard rather than tow one on long passages, but he finds that chocks and davits can get in the way when the boat is at anchor. Wing nuts make them easy to remove for stowage.

Hardware is always bronze and usually sourced from marine consignment stores. When Townsend can’t find exactly what he’s looking for, he’ll work up patterns to be cast locally at the Mystic Foundry. He often will seek out replacement hardware that is heavier than the original pieces.

For one restoration, he couldn’t find a set of bronze cleats he was happy with but found a huge galvanized-steel dock cleat with a shape he liked. He cleaned it up, filled its surface pits with Bondo, then took it to the foundry to use as a pattern for a bronze casting.

The setup for an anchor roller is another construction detail Townsend has revisited many times over multiple restorations: “Aesthetically, it’s the death of a boat to hang all that nonsense off the bow, but if you’re singlehanding, the anchor needs a home and the home needs to be as nice as it can possibly be. And it needs to work.”

Original Designs

Townsend was raised in a family that spent time on the water in and around Oyster Bay, Long Island. As a kid, the boats he most admired were two old working Jonesport lobsterboats with diamond windows: “I would just sit in the cockpit with my chin on the rail and stare at those boats for hours.”

He eventually watched one of them slowly sink at her mooring. Ever since, he’s been trying to get back to those Jonesport boats, with their curvy sheers, boxy cabins, squared-off windows, and clean trim.

Townsend’s original designs are mostly for small powerboats. While the lobsterboat style is his favorite—“it’s impossible to improve on a Jonesport boat,” he says—his own work evokes the pioneering powerboat designer William Hand, Penbo founder Carl Lane, and the sensible working skiff and yard boats of Long Island. He will frequently take a classic shape and modify it to suit a specific purpose—most often to make it more functional.

He had, for example, a Lawley tender that he loved, but it was too heavy and long to use as a dinghy on his own boat. So, he built a modified strip-planked version that was lighter, easier to handle, and shorter so that it would fit safely on davits on his own trawler without overhanging.

He designed the center thwart to double as the daggerboard, which solved the problem of finding a place to stow it when it was not in use—and provided extra passenger-carrying capacity. This kind of two-for-one problem-solving and attention to detail are hallmarks of his approach.


Townsend believes that one should “make the boat more like a house, and the house more like a boat.” This idea also explains a few things around the shop, such as the brass rubbing strip fastened to a section of floor next to the tablesaw: “We’re always hauling sheets of plywood through here; it’s to keep the threshold from getting too beaten up.”

Interiors, he says, should be comfortable, beautiful, and easy to live with and get around in. There should be plenty of light and ventilation, and the space must be warm and dry.

The boats are carefully appointed, and every element aboard has a purpose whether fastened down or not. For example, “every boat needs a stool with a handle in the middle. You can use it for about twelve different things. Getting on and off the boat, reaching things, to put your feet up.”

His large boats all have woodstoves. They are also filled with little human touches such as bud vases in the corners of the pilothouses, “which look great! Makes it feel like a limousine”, he says, “until in the winter you forget to empty the water and they all freeze and crack.”

Other important details include oversized cushions and generous bunks intended to maximize comfort rather than berth space. “I don’t need to be able to sleep 10 people,” he says, “but on a 36′ boat you should have 22 great places to read.” For years, Townsend has been adorning his boats with oriental-style rugs.

They look nice, but they are also there for practical purposes: they provide some measure of protection to the cockpit and cabin soles and, more important, protect bare feet on the way to making a cup of coffee on a cool morning.

Townsend likes to take out or open up bulkheads whenever possible for improved socializing and to make interiors feel more spacious. He might, for example, open up the aft end of a galley to the pilothouse, providing a pass-through for sandwiches and a sightline for the helmsman; he might similarly open up the forward end of the galley to the saloon to encourage companionship.

“You don’t want to cook in a closet,” he says. On one of his Penbos, he even fitted a little folding telephone-booth seat in the galley. Countertops have no fiddles, because Townsend likes to sit on them.

All the teak and mahogany gets an oil finish—or nothing. He has been known to paint previously varnished paneled bulkheads, too, sometimes to the dismay of former owners. “But,” he says, “you just can’t hang art on a varnished butternut bulkhead.”

Townsend often finds that the most elegant way to accomplish something is also the simplest and most comfortable way. Hooks latch into tiny carved sockets on the tops of doors and folding panels; turn-buttons keep plexiglass windows in place.

Still, Townsend admits that his greatest weakness is probably his tendency to agonize over small decisions. For him, the structural problem-solving of restoration feels straightforward, but he will go back and forth over an arrangement detail or wrestle endlessly with a color choice. His crew (see sidebar)—Mike Coyle, Mike Lamb, and Rynn McTeague—are indispensable and patient sounding boards when it comes to his decision-making.

The Boats Speak for Themselves

When his father gave Townsend the option of paying for his college education or buying him a boat, Townsend took the boat. He bought and restored a 31′ Jorgensen Sea Skiff and then sold it to pay for boatbuilding-school tuition four years later.

This would turn out to be the first of many projects to follow this pattern. Indeed, most of Townsend’s large restorations have been boats he acquired for himself. He almost always has a serious personal project going on alongside his work for regular customers.

After restoring and then using a boat for a few years, he eventually sells it to make room for the next one. This has had a profound effect on the evolution of the business; these non-commissioned restorations let him build out a hull completely on his own terms.

The prospect of several years of use gives plenty of incentive to work overtime and weekends, and the result informs design choices for the next restoration. By then offering these boats for sale, Townsend has created demand for exactly the kind of boat he wants to restore and build for himself. It also sets the bar for what customers can expect if they allow him to exercise full artistic license with their projects, whether they are new-builds, refits, or restorations.

Townsend has purposefully kept his business small and community-oriented. He never has more than four people working with him in the shop, he doesn’t own a laptop computer, and he still hand-writes invoices. He doesn’t sell plans for his own designs, and his website is currently just a landing page that he has yet to fully construct.

None of this is out of stubbornness or a lack of desire to learn or grow the brand. In fact, he’s been meaning to expand the website for some time, and would like it to include more photographs and videos. But he’d simply rather be building boats than marketing. His distinctive approach has created enough demand that he has never had to advertise. His shop’s relatively low administrative demands and seasoned crew allow him to be personally involved with every project.

He’s not sure what his next project will be, but the result will no doubt look perfect in its surroundings—as if it’s always been there—when it lands at the fuel dock at the local lobster pound.

Evelyn Ansel splits her time between the Hart Nautical Collections at the MIT Museum in Cambridge, Massachusetts, and the Herreshoff Marine Museum of Bristol, Rhode Island. She currently lives in Providence, Rhode Island, with her boatbuilding partner and their sardine-loving cat.

Bluejacket Models Sardine Carrier

Bluejacket Models Sardine Carrier details. I am getting ready to start my second build. I’ve chosen to build the sardine carrier Pauline by Bluejacket Shipcrafters. I hope you will indulge me as I start with a brief history of sardine carriers.*

Having spent a lot of time traveling up and down the coast of Maine between Portland and Mount Desert Island, both by car and boat, I have come across a variety of ships and boats. As I have noted before, I have always been drawn to working boats/ships.

The Pauline, among other Sardine Carriers, has a unique spot in Maine’s maritime history. The areas along Maine’s convoluted shoreline known as the Midcoast and Down East were a favorite feeding ground for herring; sardines being an immature type of herring.

Around the later 1800s sardines became a thriving industry in Maine and bordering Canada, as the first sardine canneries began popping up along that part of the coast. Herring were seined and additionally caught in weirs. Weirs were roughly circular enclosures of pilings and/or saplings, lined with nets, in which the herring swam into with the tide to feed. When the weirs were full the fisherman would come out (usually in a dory) to the weir, drop a seine net around the weir, trapping the herring. Once the fish were trapped in the net a “carryaway” boat, would come and transfer the fish to the cannery.

The carryaway boats were usually schooners, as they were abundant in the area and large enough to carry the catch. The nature of the sardine industry, mainly the fact that the small fish were highly perishable and speed getting to the canneries was critical, caused the carryaway boat to be changed from a schooner to a sloop-rigged, double-ended vessel. They were referred to as pinky type, but did not have the built-up bulwarks of the older pinky schooners. The sloop rig was faster than the schooner and was also able to carry more fish, due to larger holds.

The pinky, although larger than the carryaway boat, was still too small to handle the demand, and when faced with a heading tide or no wind, too slow. Symbolic of the demise of the sailing sloops—and all sailing sardine boats for that matter—was the steamer.
Fast forward to the end of the Nineteenth Century, beginning of the Twentieth Century and gasoline power pretty much marked the end of sailing sardine boats. Initially, the carriers were boats designed for sail, but retrofitted with engines. Eventually vessels were designed specifically to carry sardines.

The Pauline was built by the Newbert & Wallace yard in Thomaston, Maine. The Pauline was built for The North Lubec Canning Company in 1948. She was built with 4” double-sawn frames and 2” hard pine planking. She was built to have three watertight bulkheads, with the engine room in the after compartment and the living quarters up forward. That way there were two fish holds amidships, so it didn’t make any difference how much of a load was on board – she still trimmed well. Pauline had a length overall of 83’. She was known as the “queen of the fleet”. She was one of the best kept carriers on the Maine coast. Her captain, Henry Dodge and mate, Carl “Swede” Carlson, taking over in 1965, kept the Pauline looking like a yacht.

After 40 years, working as a sardine carrier, in 1988 the Pauline was purchased and converted into a passenger vessel. She was used coastwise Maine until sometime in the early 2000s. She sat unused for years at the Billings Diesel & Marine shipyard in Stonington, Maine. A few years ago, Harlan Billings, late owner of the shipyard, donated Pauline to OceansWide Inc., a 501(c)(3) nonprofit. OceanWide is currently raising the funding to restore Pauline to her original appearance as a sardine carrier.

Pauline was pulled earlier this past summer and is now sitting on the hard at Billings where she is waiting to be moved to another yard.

This summer I moored my boat at Billings yard in Stonington and took a picture of Pauline on the hard. I for one can’t wait to see her restored back to her beautiful old self.

Credits for above:

Coastal Maine, A Maritime History by Roger F. Duncan Countryman Press, 2002.

Sardine Carriers by Michael Crowley, WoodenBoat Magazine, issues 58 & 59, 1984.

Pauline, A Working Sardine Carrier by Maynard Bray, WoodenBoat Magazine, issues 59, 1984.

Iconic Sardine Carrier Pauline to be Restored for Education by Stephen Rappaport, The Ellsworth American, July 17, 2020.

I began this build by driving up to Searsport, Maine and picking up my kit directly from Bluejacket Shipcrafters. It was a real thrill to be able to walk their showroom and see all their models completed and displayed. I would like to express my gratitude to Nic Damuck and crew for being so welcoming, especially Nic, for taking the time to take me on a tour of their fabulous facilities. If you are ever in this part of the country, stop by, you won’t be sorry.

Duryea+sardine Carrier+satellite

Duryea+sardine Carrier+satellite below:


The Mary Anne was built for the Holmes Packing Company of Eastport, owned by Moses Pike of Lubec.
It was the first refrigerated sardine carrier, bubbling chilled salt water and air up though the hundred-ton load of herring that the vessel could carry.

About This Item

  • Title: Sardine carrier Mary Anne afloat, Thomaston, 1947
  • Creator: Sidney L. Cullen
  • Creation Date: 1947
  • Subject Date: 1947
  • Location: Thomaston, Knox County, ME
  • Media: Photographic print
  • Dimensions: 19.5 cm x 24.8 cm
  • Local Code: Pike 12
  • Collection: Anne Pike Rugh/Rockland Courier Gazette collection
  • Object Type: Image

Vintage Sardine Carrier Photos

Vintage Sardine Carrier Photos is below;

New Bruswick Sardine Carrier

New Bruswick Sardine Carrier details. Ever ask, “where do sardines come from?”
The worlds largest sardine processor is in Blacks Harbour, New Brunswick, Canada.
I never knew that! 🙂
A sardine is a smaller Herring.
When we were shooting our documentary, my adventure on a Herring Carrier included witnessing
how they ‘purse and seine’ Herring and bring the catch back to the plant to ‘can’ them.
The Cannery was something out of a Lucille Ball show!  The women, cutting by hand, fast and furiously-every tail and head.  They get paid by the cans they fill.
The small herring for the sardine cans, the bigger ones for Kippers and a smoking process, and so on. Thus a smaller Herring IS a sardine. When you see the label, ‘Brunswick Sardines‘, now you know where they came from and the kind of labor that goes into ONE CAN of Sardines!
You could say its the ‘purse’ of the herring that keeps the small town of Blacks Harbour alive.

My Seafood curiosity also brought me to a Salmon Farm in the town of St. George.  
Facts about farmed Salmon in New Brunswick.

This photo was a ‘stop and breathe’ moment, taken in St. George- along the way to
Saint John. Just some of the stunning landscapes in New Brunswick.
The Bay of Fundy is where the highest tides inworld come rolling in!
Snow Crabs await in the north!
When I traveled noth to the French Village of Caraquet, to Hotel Paulin,
Karen Mersereau taught me how to cook Snow Crab. It was caught off the
Bay of Chaleur that morning.  
I had no idea these giant crabs were amongst the vast Fishery in New Brunswick.
To top it off, she prepared an asian-type salad of ‘peel and eat’ shrimp and a wild mushroom, oyster bisque. You can find the shrimp recipe in ‘recipes’.
Amadee from Maison BeauSoleil ( the famous Beau Soleil oyster) feeds me oysters
straight from the crate.  BeauSoleil is located in a tiny French village called, Neguac.
It doesn’t get any more heavenly than that! 
She also prepared an asian-type salad of ‘peel and eat’ shrimp and a wild mushroom, oyster bisque. You can find the shrimp recipe in ‘recipes’.

Amadee from Maison BeauSoleil ( the famous Beau Soleil oyster) feeds me oysters
straight from the crate. BeauSoleil is located in a tiny French village called, Neguac.
It doesn’t get any more heavenly than that.

Coastal Forces Ho Scale Sardine Carrier/coaster Kit #9611

Coastal Forces HO Scale Sardine Carrier/Coaster Model boat. Resin Casting, nicely detailed, metal and wood parts , Excellent instructions Shipping by Priority Mail, $9.00. Go to do Coastal Forces Ho Scale Sardine Carrier/coaster Kit #9611.

Sardine Carrier For Sale

Rebuilt from keel up 199036 mile color radar with AIScolor soundersatellite compassauto pilot & watch alarmMaptech chart plotter with AIS30 KW generatorTitanium turbo refrigerated sea water systemTransvac double tank fish pump10″Marco submersible fish pumpAll required safety equipment for fishing vessel out to 50 miles

  • Asking Price: $225,000
  • Length of Hull: 70′ (21.34 meters)
  • Load Waterline Length: 65′ (19.81 meters)
  • Beam: 20′ (6.10 meters)
  • Draft: 8′
  • 6″ (2.59 meters)
  • Engine/Power: 400 HP Deawoo

Street Address: Owls Head
Owls Head
United States


Contact Information

(207) 236-7048
(207) 230-0177

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Song Man Dies On Sardine Carrier

Are you wondering about Song Man Dies On Sardine Carrier? We would like to inform you about this subject. But we are not aware of such an event. Therefore, we would like to update it as soon as possible. Happy shopping.

A sardine carrier boat is a type of fishing vessel designed specifically for catching, storing, and transporting sardines. These boats typically operate in coastal waters where sardine populations are high, such as the Pacific coast of the United States and the Mediterranean Sea. Sardine carrier boats can range in size from small skiffs to large factory ships capable of catching and processing thousands of tons of sardines. They are equipped with fishing gear like nets, lines, and hooks, as well as refrigeration and processing facilities to keep the sardines fresh until they can be transported to market.

Most sardine carrier boats are operated by commercial fishing companies, but some are privately owned by individuals or small groups of fishermen. Despite their utility in the fishing industry, sardine populations around the world have been declining in recent years, leading to concerns about overfishing and the long-term sustainability of the industry.

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What is the Price of Sardine Carrier Boat?

Sardine Carrier price ranges from $22,500 to $1,150,000.

Who is the manufacturer of Sardine Carrier?

The manufacturer of Sardine Carrier is David Jones Yacht Brokerage.

Do Sardine Carrier Boats have another name?

Another name for Sardine Carrier Boats is Newbert & Wallace.

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