val 3 trimaran

Simple habits, simple boat

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Newick’s Trimarans

Newicks trimarans.

1962 I chose to live in a small boat, Blekingsekan 4.75 meter long about 15’ 6’’.

The idea was a floating home that could bee moved between ports in good weather. As usual my ambitions grew and I did not always have patience to wait for good weather. That made me realize that a better and more seaworthy design would be desirable. Since then I have been reading, thinking, and experimenting about and with small boats. I have made much progress but I am still searching.

I had spent the summer of 1962 among the islands in the Bohuslän archipelago. When autumn came I sailed south to Copenhagen. I found a nice docking space outside a Baltic trader in Christianhavns Kanal. At that time everything was relaxed and there was no mooring fees.

Copenhagen had excellent libraries among them an obscure one named Sjöfartens Bibliotek, Seafarers Library. It was situated in Nyhavn.

A brass plate on a door with its name and opening hours lead me by chance into a reading room filled with books. The few tables it contained were unoccupied. The room was empty and continued to be so for the following months that I daily visited it.

I started to look at the titles. Canoes of Oceania by Haddon & Hornell, The Junks and Sampans of the Yangtze, by G. R. G. Worcester, fascinating stuff for a 23-year-old person who wanted to learn about the sea. There were also the publications of the Amateur Yacht Research Society. It was the avant-garde of those days. Their publications was about multihulls, self-steering for sailing yachts, hydrofoils, different rigs, wind tunnels and test tanks, it was run by Dr. John Morwood.

To get a deeper understanding of it I thought myself mathematics. Being a dyslectic I was unable to get a degree. That did not interfere with my ability to learn and understand mathematics. A bonus was that teachers of mathematics were an article in short supply those days so got a job despite my lack of formal qualifications. The other teachers complained about being underpaid. For me who for many years had been living on crumbs and thin air it was good salary. I got plenty of money.  I became a member of the Amateur Yacht Research Society I began a correspondence with its members and was invited to man their stand at the London boat show.

Manning the stand, talking to other members and explaining to the public educated me. There were also plenty of bookshops in London. I bought lots of nautical books. It filled four big boxes. It was heavy about 50 kilos but the thought about all the wonderful books gave me such unbelievable strength that I was able to bring them with me to Sweden. English books in Sweden at that time was twice the local price and delivery time was six weeks.

In May 1975 my diligence had born fruit. I had built a series of more and more seaworthy boats and made a number of ocean passages, but I was still searching for more knowledge. That May in wonderful weather, I docked in Goat Island Marina, Newport R.I., it was run by Peter Dunning. It was also the finish of the OSTAR.

OSTAR, when inaugurated in 1960, it was the first single-handed ocean yacht race; it is run from Plymouth to the United States, and is held every four years. Amateur Yacht Research Society had made many contributions to the boats racing in it. Peter Dunning knew plenty of famous single-handed sailors, like Chichester, Tabarly, having had them as guest at his marina. Also he liked single-handed sailors including me. He helped me a lot.

One day it was a knock on my hull. It was Tom Follett who had made a sensation by coming third in the 1968 race in Cheers a Dick Newick proa. I had read about Tom not only in the Amateur Yacht Research Society’s publication and in Dick and Toms book: Project Cheers: a new concept in boat design. It was like meeting a hero. Tom was very interested in my boat Bris and my voyage – Reed more about Bris, under “my boats”.

Her construction was cold molded.

Cold molded hulls have been built since the technique was used for World War II planes. I had used resorcinol glue. Unlike epoxy, it does not have gap filling properties. That required the joints to be close fitting and clamped under pressure to achieve good results. Today I use NM-epoxy exclusively, benefiting from its superior bonding, gap-filling, strength and water resistance.

The method requires a substantial framework with close-spaced longitudinal stringers laid up over a number of transverse frames. Although there are a lot of wood parts involved, there is generally not too much fairing required if the transverse frames are accurately cut to the right outline to allow for the stringer thickness.

It was not very difficult but it took time because of all the pieces.

Always keeping my eyes open I had learnt the method 1968 when I was moored with Anna at Souter’s boatyard in West Cowes, Isle of Wight. The people there were very kind to me and thought me all I needed to know to build a boat using that method. At that time it was the state of the art.

After showing Tom my boat and telling him about my voyage he left. People in Newport were very friendly to me and got invited to plenty of parties.

At one party not long after I met Dick Newick the famous trimaran designer. I was in awe. Dick asked me about my voyage and boat. Then he asked if I liked to come and work for him. It was a rare opportunity. I said yes immediately. Dick lived on Martha’s Vineyard an island south of Cape Cod in Massachusetts known for being an affluent summer colony. It was a fifty-mile sail from Newport. I left in a hurry. Peter Dunning ask why the hurry. For me the search for knowledge was the driving force. I told Peter so but of course people do not understand a seekers passion.

I anchored up in Vineyard Haven next to Dick’s trimaran Tricia. Dick picked me up in his Land Rover and drove me to his house he had designed and built himself. Nailed to a tree was a sign: “Beware of proa constructor”

I had expected a big office with several employees, but it was only Dick. The main occupants of the house were Dick’s wife and his two daughters.

This point in time coincided with the consequences of the 1973 oil crises. People had begun to realize that there was limits the earth’s resources.

Dick had charter business in St Croix, Virgin Islands. Due to racial tensions he had moved up to Martha’s Vineyard. To get a new income the idea was to start a boatbuilding business making trimarans. Dick believed that his trimarans where superior to everything and had a great future. Time has proven him right. They definitely were very fast and that was what Dick liked. Fast is fun, was his slogan.

It was to help building these boats that I was there. Tom Follett had told Dick that I was a good boat builder. Dick had orders for three of his 31 feet Val designs. The idea was that they would pay for the tooling.

Dick had not much money but he had found what he called two pot-smoking hippies Rory and Ovid, who had a workshop in a dilapidated unheated metal building. It used to be a lorry garage. The building was hot in summer cold in winter. It had no ventilation, not ideal for glass fiber work.

When I arrived the tooling for the hulls was done, a big step, but multihulls are complicated boats and much was lacking. Despite smoking pot Rory and Ovid were smart boys. They both came from well to do families and had ambitions for their small company, which they called Daffy Duck Marine. Ovid had worked in Detroit designing cars.

The idea was that I was going to be Dick’s helper. It was so arranged that Dick was to pick me up in his Land Rover at ten AM and then we do whatever was needed to do that day. It was very varied. Sometimes we worked with Rory and Ovid sometimes in Dicks tent in his garden sometimes we drove over to the mainland and did errands, like to Boston to get supplies for sail making from Bainbridge or to Edey & Duff in Mattapoisett to pick Peters brain.

Luckily I was able to contribute with something right at the beginning. That way I made a good first impression. As I said the hulls were done and now work had commenced on the deck of the main hull. A circular fore hatch was going to be constructed just in front of the mast. I suggested that they made it elliptical instead, arguing that that way they it was possible to take the hatch below when not in place. I also showed how to construct an ellipse with the help of a piece of string and two nails – there is also the rectangle method, the concentric circles method, the trammel method and more.

The Val class was really a very minimal boat, very clean and neat. Dick did understand that a boats speed was the ratio between power and resistance. He always tried to reduce the resistance as much as possible to get a small light design.

The cross arms – Dick always used Polynesian terms like amas and akas, but being dyslectic that is to hard for me – did a lot of resistance especially when at high speed they hit waves. Dick’s novel idea was to make them crocked and attach them high up on the main hull.

Working in Dicks tent to make the tooling we became the “Swedish – American crocked beam company”. Now I started to learn. Dick had a barrel of something he called epoxy. That was new to me.

“How can you have been living without epoxy”, Dick asked? After a while I began to ask myself the same question. Epoxy is amazing stuff. Then there was carbon fiber and Kevlar.

Those were the early days of multihulls and they were not common. Now and then would be customers came to the island to test sail Tricia. Dick always brought me along as crew. According to Dick: “People sail for fun and no one has yet convinced me that it’s more fun to go slow than it is to go fast.”

At that time Tricia was one of the fastest sailboats afloat, for shore, many people like speed, but it has its price and not every one of his customer likes to beat to windward at eighteen knots with spray flying everywhere. Dick was so excited that he did not notice it, but most of them had come for speed and was happy. Thanks to Dick I got a lot of trimaran sailing experience.

One of Dicks customer was Harry Morss, a graduate of Harvard and MIT. Harry was also a member of the prestigious New York Yacht Club. Harry chartered Tricia for a New York Yacht Club meeting. He needed a crew. Dick was disqualified because it would be crashing the party, he said. We sailed to Marbelhead where the meeting was. In New England fog is very common due to the cold Labrador Current meeting the warm Gulf Stream. Shore enough sailing south from Marbelhead after the meeting we encountered fog. We were headed for the entrance to the Cap Cod Canal. Harry did the navigation. Sven, he said. Go up front and keep a sharp lookout forward, in 17 minutes you should see a buoy. After 17 minutes I saw the buoy. After a few more buoys, which were spot on, I had to look for the entrance to the canal. When the time had passed. Harry asked, “Do you see the entrance?” I thought maybe his voice was a bit worried. “No”, I said. “It should be here”, he said.

At that time I saw a breakwater on each side of the boat. We were right between them. The distance between them is only 260 meter or 0.14 of a nautical mile. This was long before GPS, not only that strong tidal currents have to be taken into account. It was amazing to witness such accurate dead reckoning navigation. After spending a night in Mattapoisett we sailed through Woods Hole that has a very strong current. We picked up Dicks mooring after successful voyage. It had been an interesting time discussing boats. Harry had written the book: Design for fast sailing, published by The Amateur Yacht Research Society. The one thing that was on our minds was OSTAR 1976, the singlehanded transatlantic race that finished in Newport at Goat Island Marina. Even I had planned to do the race. My boat was much too small but Peter Dunning had written to the race committee and I had been accepted. Six of Dick’s boats were entered four of them Val’s.

Rory Nugent entered one Tom Ryan who lived in Boston came down every weekend to work on one Hamilton Ferris had one. Mike Birch from Canada had ordered one. I had met Mike in Madeira 1973 when he delivered a boat. I had rowed over to the newly arrived boat and asked if he did not have any cans of food that had not been eaten during the delivery. He kindly gave me some. That kept my stomach happy for a few days. Now he was delivering a car from Florida to Boston to save the fare. Walter Greene was also there, but just to get the tree hulls. He would do the rest himself with his wife. Walter was a good racer and had worked for Ted Hood. He knew what he was doing. Phil Weld a rich man owner of the Boston Globe newspaper had a big sixty footer built elsewhere. I had met him earlier in Martinique.

There was also Mike McMullen an Englishman that had bought Three Cheers a trimaran Dick had built in St Croix and Tom Follett had sailed in the 1972 race. Unlike Cheers Tom could not get the boat to self-steer and this was the time before electrical autopilots. Tom finished fifth which was very good, but with an autopilot he would have won.

In order to get to Plymouth for the OSTAR race I left the island in March. It’s not the ideal time to cross the northern North Atlantic in regards to comfort. Regarding safety I had complete confidence in my small vessel. She had survived a lot of storms in the Southern Ocean during my attempt to round Cape Horn from east to west. After that I had made a lot of improvements to her during my stay at Daffy Duck Marine, based on my experience with heavy weather.

Already the first day out the Atlantic a gale came up and capsized us on the shallow waters of Georges Bank. It was cold. Bris had of course no heating, but I continued. I was in Plymouth in good time for the race, but the capsize had made me change my mind. I decided to sail back to Sweden and start a new boat from square one.

TRIMARANS GOOD AND BAD

If you count Walter Greene’s boat Dick had seven very fast boats in the race and he had great hopes, but all did not go well.

The flagship, Phil Welds Gulfstreamer flipper in the Gulf Stream. Phil and his crew spent four days inside the up and down turned boat before a passing ship rescued them. Now there were six left. Next Hamilton Ferris Val was capsized. Also he was rescued. Tom Ryan made it to the start but did not finish the race. I do not know why. Mike McMullen in Three Cheers was a big hope. Mike had an electric autopilot and had sorted out most of the problems Tom Follett had encountered four years before. The day before the race he lost his wife Lizzie. She was helping him to clean the bottom of the boat with an electric sander. The tide was coming back. She was standing in salt water up to her knees. Salt water is an excellent conductor. She was well grounded when she dropped the electric sander she was using. She was electrocuted when she bent down to pick it up. Mike kept a brave face. I watched as Mike smiled and waved to the crowd on his way out to the start the next day. Mike and Three Cheers disappeared somewhere in the North Atlantic Ocean.

Four of seven of Dick’s trimarans did not make it. Mike Birch finished just behind Eric Tabarly’s 73-foot ketch and Alain Coals 276-foot four-masted schooner Club Mediteranee. It had been a very stormy race that favored the big monohulls therefore all the more surprising.

Mike and Walter had become great friends. Walter had built an other trimaran in his garage, Acapella. Now there was an other race in France the first Route du Rhum 1978 St Malo to Guadeloupe. They decided Mike should enter in Acapella and if he did win they should split the money. Michel Malinovski in Kriter V a 21 meters long monohulls was the favorite. People did not think much of the small Acapella and the quit Mike Birch.

At that time there was no tracking so when Michel and Mike did see each other near the finish line it was very exciting. Malinovski was in the lead and then suddenly a strong gust came down from the mountain. The monohull heeled right over and lost speed; the trimaran on the other hand took off like bullet. Mike did win by 98 seconds. It was a sensation.

THOUGHTS 40 YEARS LATER

Dick was disappointed that after all he thought me I never converted to a multihull sailor. 1975 multihull designers were rebels against the establishment. That has changed completely nowadays-even America Cup races are done in multihulls. I learnt there are many ways to sail but what is important is to clearly define the requested capabilities. Speed is the most expensive item. Of course, when racing nothing else counts. I sail for other reasons. If your boat is not so fast that it can sail away from storms you better make her seaworthy instead if you like to survive, luckily that is neither difficult nor expensive assuming you have a small boat.

Speed is the most expensive item. I have chosen to let slowness pay for desirable properties other than speed. Modern man does not encourage cruising at leisure, as I wander our oceans I ignore that. The year at Martha’s Vineyard gave me friends like, besides Dick, Mike Birch, Walter Greene, Nigel Irens and others in the multihull community.

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Newick Val 31 Trimaran for sale in Suffolk Office United Kingdom

Suffolk Office United Kingdom

Make & Model

Newick Val 31 Trimaran

MEASUREMENTS

Description.

A good example of this classic Dick Newick design, the Val 31 is an easy and rewarding boat to sail and guaranteed to make you smile.  Dick Newick famously commented. “I can give you 20 knots and a snug place to eat and sleep, but I can’t give you luxury and performance and low cost at the same time; nobody can”.  The Val 31 is a well proven design with an enviable track record for quick and safe ocean crossing.

A good example of this classic Dick Newick design, the Val 31 is an easy and rewarding boat to sail and guaranteed to make you smile.  Dick Newick famously commented. “I can give you 20 knots and a snug place to eat and sleep, but I can’t give you luxury and performance and low cost at the same time; nobody can”.  The Val 31 is a well proven design with an enviable track record for quick and safe ocean crossing.  The interior layout is perfectly comfortable for the singlehander with an additional crew berth forward, though entirely unsuitable for a family over a wet weekend!  All sail handling can be done from the safety of the cockpit and a lot of thought has been given to the ergonomics of handling the sheets and halyards.  The cockpit is deep and safe and inspires great confidence in bad weather offshore.

Viewing by appointment through our Suffolk Office 01473 659 681.

Accommodation

The accommodation offers two berths in two cabins.  In the aft cabin, there is a comfortable single berth with marine toilet under.  There is a removable chart table and full navigational instrumentation.  A small galley comprises a sink with manually pumped water supply and a small gas hob.  50 litre freshwater capacity in two jerrycans.  There is stowage space under the berth and also under the cockpit, together with shelving and other stowage above the berth.  There is access to the forward cabin from either the cockpit or foredeck.  There is a single berth forward with stowage under.  Stowage in the forecabin under the cockpit for fenders and warps.

Mechanical Systems

Located on a lifting bracket to port, Marine 6hp single cylinder outboard engine (new 2013).  Hand start.  Remote 5 gallon fuel tank.  Forward and reverse gears.  The engine has been fully serviced from new.  Maximum speed under power 6 knots.  Cruising speed 4 knots.  Range under power is about 80 miles.  Running time to date approximately 50 hours.  Annually winterised and serviced.

Electrical Systems

• 12 volt 120 amp hour battery (2015)
• Solar panel
• Solar panel regulator
• 12 volt fluorescent lighting in both cabins
• LED back-up lighting
• 12 volt switch panel
• Battery monitor

Spars & Sails

Fractionally rigged sloop.  Anodised aluminium mast and boom.  The mast is rotatable for added performance, though kept in a fixed position by the present owner.  Stainless steel standing rigging (2014).  Terylene running rigging (renewed as required).  Slab reefing fully battened mainsail (3 x reefs) with Harken cars (2010).  Harken headsail furling system (2014).  Two Harken 35.2 self tailing sheet winches (2010).  Harken 35.2 self tailing halyard winch (2015).  Harken mainsheet system (2014).  All sail handling is done from the safety of the deep cockpit and has been ergonomically designed for ease of use.  There are running backstays for improved windward performance, but these are not necessary for the integrity and safety of the rig.

• Mainsail  -  Ullman  -  2010  -  good
• Furling genoa  -  Ullman  -  2010  -  good
• No 4 furling jib -  good  
• Spinnaker  -  good  

Deck Equipment

• Stainless steel pulpit with guardwires and netting
• Anchor with chain and warp
• Large mooring cleat forward with fairleads port and starboard
• Trampolines port and starboard
• Liferaft cradle
• Various warps and fenders

Navigation Equipment

• Plastimo steering compass (2015)
• Nasa Clipper Duet depth, boatspeed and log (2013)
• Nasa Clipper windspeed and direction (2013)
• Nasa Clipper closehauled repeater (2013)
• Nasa Clipper Navtex
• Nasa SSB receiver
• Garmin 556 chart plotter
• Garmin GP72 GPS
• Standard Horizon DSC VHF radio
• Simrad TP 32 autopilot
• Furuno radar
• Echomax radar target enhancer
• Nasa Clipper AIS receiver
• Prosser barometer
• Masthead (LED tricolour) and deck level navigation lights

Safety Equipment

• Manual bilge pump

Construction

Built in 1982 by Daffy Duck Marine to a design by Dick Newick.  White painted GRP hull and amas with style stripes.  White GRP superstructure with grey painted non-slip to deck.  The hull, superstructure, beams and amas are single skin GRP with Kevlar reinforcement.  There is a watertight bulkhead under the cockpit separating the forward and aft cabins, and another watertight bulkhead forward  The cockpit seating and seat backs are a later addition and are built in foam sandwich.  All interior woodwork was removed by the present owner and replaced with lightweight carbon/foam sandwich panelling.  The beams and amas are demountable to allow road transportation or by shipping container (mast length is 39ft).  Centre self draining cockpit.  Lifting skeg hung rudder.  Tiller steering.  Lifting centreboard.  The hulls were epoxied in 2010 as a preventative measure.  New chainplates fitted 2014.  2012 survey.

Additional Comments

Having bought her in 2012, the owner refitted Aerodrama with a new interior, full electronics package, new Harken headsail furling and Harken mainsheet system.  In particular, the cockpit has been optimised for easy sail handling and comfortable sailing.  He has cruised the East Coast, South Coast, West Country and Southern Ireland, mostly singlehanded, and she has proved to be a capable, seaworthy and fast boat.  Top speed this year was 18 knots with the boat fully loaded for a two week trip to Ireland.  In light trim, 20 knots is achievable in the right conditions.  The designer, the late Dick Newick, was a master at his craft and his Val 31 design has proved to be fast and seaworthy, with several OSTAR races completed safely despite appalling conditions.  

Engine Location

Engine Horse Power

Engine Hours

Max Speed Knots

Cruising Speed

Propeller Type

Engine Count

ADDITIONAL INFORMATION

Hull Material

Dick Newick

Engine Type

Engine Year

Displacement(kgs)

1200 kilograms

Lifting Keel

Water Tanks Capacity

Fuel Tanks Capacity

0.76 meters

ABOUT NEWICK VAL 31 TRIMARAN

The Newick Val 31 Trimaran is a 31 feet long that boasts a 25 feet beam. and a draft of 1.52 meters.This 1982 Petrol Newick Val 31 Trimaran is powered by a Mariner 6, with 6.0 horsepower, capable of reaching a maximum speed of 6 knots and a cruising speed of 4 knots. The Newick Val 31 Trimaran is made of fiberglass.

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Masterpieces in wood: 2x Trimaran “Val III” in Canada

Discussion in ' Multihulls ' started by Skip JayR , Sep 13, 2015 .

Skip JayR Tri Enthusiast

I fell over this beauty.... ...and became curious about. I stick some few infos together about the VAL III , a 30 footer which was designed by Dick Newick. There have been built two VAL III together in Canada (the other with hightec carbon mast)... some more pics and videos here: http://bit.ly/1UPYJ8q If you have more details about the VAL III (e.g. first year of design, sail plan, room plan etc. ...) feel free to complete. Tks  

ThomD Senior Member

Amazing boat. I can't really get behind a bright finish Newick, what a preposterous amount of finish work and maintenance. Hats off to those involved. I don't really know much about the Val III. I used to get various Val study plans included with the 20 odd plan packets that Newick would send out. I always found the modern Vals a bit of a disappointment compared to the original Val that was campaigned so effectively in various Trans At by sailor's including Canadian Mike Birch. The commercial mold for those boats hung around in the back pages of Multihulls magazine for a long while. It was a Newick master mold system which is a bit like a constant camber mold but for fiberglass, the same mold could make all the parts. The earlier vals used center cockpits and were very similar to the Tremolino in look and layout. The aft cockpit on the III looks like it is dragging the stern. I also don't get the shape Newick was working with in his later amas. Anyway, superb boats, anything by Newick is a jewel, thanks for showing her off.  

Gary Baigent Senior Member

Yes, she is arse dragging; with crew cockpit aft and that big lump of a motor nearby won't be helping either. Drag a stern and you'll kill performance. It is such a basic. The central cockpit Vals are better in overall correct trim balance. The brightwork is beautiful, very cool; presumably there is an anti-solar coating because maintaining normal varnish would be hell.  

Corley epoxy coated

The Val was supposed to be a super simple boat for racing but on the Val III seems somewhat to divert from that objective and are loaded up more heavily in many cases. Val III trimarans seem to sit ok on their lines in other photos I've seen I wonder whether it's the lever arm of the mast sitting over the transom causing the trim problem. http://valiii.over-blog.com/  

Of course the mast down image is placing weight onto and aft of the stern, but I wasn't referring to that photograph but the video sailing sequences - where the wake looks ugly.  

Gary Baigent said: ↑ Of course the mast down image is placing weight onto and aft of the stern, but I wasn't referring to that photograph but the video sailing sequences - where the wake looks ugly. Click to expand...

Corley said: ↑ Ah yes I see certainly it is doing some bum dragging in the video. It makes you wonder what it would be like if the cockpit had a couple more people in it. Click to expand...

redreuben redreuben

I hope the bright finished boat ends up in a museum someday, it's a working sculpture. I dread to think of it being painted white !  

rogerf Junior Member

Yes Skip, those guys look like they really enjoyed the build. People are drawn to boats for all sorts of reasons, and these reasons are mostly valid and probably none are valid. A conundrum!  

redreuben said: ↑ I hope the bright finished boat ends up in a museum someday, it's a working sculpture. I dread to think of it being painted white ! Click to expand...

Attached Files:

Pb020089.jpg, pb020080.jpg.

cavalier mk2 Senior Member

Just reporting the news here....Several brokers have emailed each other about a trend emerging in potential clients. It appears they have been trying to get "expert" concurrence on forums pertaining to older design safety and obsolescence then using this material in an attempt to drive prices down. An interesting way to go shopping if true. .... They maintain production boat price depreciation guidelines don't translate well to one offs. Instead of low labor factory costs and dealer markup, one off labor is the huge expense with no dealer and the prices go down more slowly. An interesting response... the brokers are starting their own awareness campaign with the slogan, "Let the seller beware". In truth markets tend to be a free for all with huge differences as well as regional ones. In Australia prices are higher than the US for instance. The varnished Val 3 does look amazing. It is hard to cover up beautiful wood. I like the mk1 best, very simple with the weight in the center, though the big cabin is to the stern. The Val 2 with the wing aka is appealing but used the hull mold of the mk1 so floated a bit deeper. I keep the finish really practical, Adventure cruising away from infrastructure the boat gets sandy feet on deck from shore parties, assorted abrasions etc.... easy to touch up is my choice, it won't win a boat show but I can smile when 12 pairs of muddy feet hit the deck after a beach landing instead of scream. Keeping weight down is key to speed though. The polished Val has plenty of incentive to keep people off the deck.  

Sailing in white... There was a time, e.g. 1895 during America's Cup... when skippers and crew followed strictly a dress coat, and sailed elegantly dressed in jackets and with hats... ... I am sure about that they had some strict procedures too about how to keep the deck clean and for people coming newly on board.  

RFSTBTAmerica-Cup-1895.resized.jpg

pogo ingenious dilletante

Skip JayR said: ↑ On my own I am a sailor. Click to expand...

pogo said: ↑ Are you sure not being a writer ? Click to expand...

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cavalier mk2 said: ↑ like the mk1 best, very simple with the weight in the center, though the big cabin is to the stern. Click to expand...

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GOOSE REBORN

The Newick-designed Val trimaran, Kuihi (goose) has emerged from an offshore whale vs boat mishap in better shape than ever.

Sailors either love Dick Newick’s (1926 – 2013) shapely trimaran designs, or they’re oblivious to them.

With their amas (floats) shaped like a genie’s slippers and wing decks resembling a seabird in flight, Newick’s ground-breaking 1970/80s designs are an acquired taste. But there’s no arguing that they fulfil his ethos of design simplicity, safe seagoing performance, aesthetics and speed under sail.

The young Newick designed and built kayaks in New Jersey, selling the designs to friends and schoolmates. He did a stint in the US Navy and an engineering degree in California before going sailing and kayaking in the US, Europe and the Caribbean.

While running a charter operation in St Croix, he designed and built his first multihull – a 12m day-charter trimaran and the die was set.

“People sail for fun – and nobody has convinced me going slow is more fun than going fast,” he is often quoted as saying.

He was also a believer in reincarnation and thought he may have been a Polynesian boatbuilder in a previous life. Perhaps that’s what lead him to design Cheers, a 12m schooner-rigged proa for the 1968 Observer Singlehanded Transatlantic Race (OSTAR). It was described as the most radical offshore racing yacht ever and, skippered by Tom Follett, Cheers crossed the ocean in 27 days and 13 minutes, beaten only by two much larger monohulls.

Kiwi sailor Wayne Page worked for Newick in Maine, USA, liked what he saw and returned to Christchurch where he built a 9.1m Val design. She was launched in 1982 and named Loose Goose. “Wayne was a real craftsman,” says serial Newick trimaran owner, Thames’ Mark Carter.

“The boat was a piece of beautiful joinery. It’s like living inside a well-built guitar.”

Page became a lifelong friend of Newick – as did Max Purnell, a dairy farmer who met Newick during charter work in the Caribbean. Purnell moved home to Waitakaruru on the Hauraki Plains to build his own boat and became a New Zealand agent for Newick designs.

“That’s why the 11.6m design is called Echo,” explains Mark. “Max gave Dick so much input on changes that would improve the design for New Zealand conditions, that it became an echo from New Zealand. We joke about our boats being half-Newick, half-Waitakaruru.”

Mark began building an 11.6m Echo, Kupapa, as a teenager and launched her in 1992. “It was Dad’s idea – he thought it would keep me out of the pub.” Dad Roger had built a Piver Lodestar trimaran and sailed Satori, a Crowther Kraken, which he and Max Purnell turned turtle in during a two-handed round North Island race.

Kupapa was sold to fund a family home, but in the small world of local Newick enthusiasts Mark kept an eye on her as she progressed through different owners, names and race records. He bought the Newick Val, Loose Goose, which had been holed and abandoned after colliding with a whale 50nm off Port Waikato in 2007. “We consulted Dick and he said it would be OK to cut the cross beams near the hull where they are strongest.”

The three constituent boat parts were loaded on to a truck and driven back across the island to Thames to begin what would become a five-year refit. “I wasn’t that happy with the name,” says Mark, “but I wasn’t comfortable with changing it either.

“I’d seen the odd pair of Canadian geese around the Firth and a pair nested nearby when we began the refit. So I bowled down to the local iwi office and asked about the Maori name for goose. It was kuihi – so we changed the name without changing the name – sort of.”

Having the three separate parts was handy – they could be rolled around, making work easier. The main hull and undersides of the wings were fibreglassed over. Structurally the boat wasn’t too bad – with the exception of a large hole in the main hull where the whale’s tail had slapped it. The tri is built of double-diagonal 8mm kauri plywood, glassed over. Mark says he went a bit over the top with strengthening – “she probably has an extra 20kg of glue and timber in her, but she’s as strong as.”

Then came ‘interlude 1’ as he calls it. He and long-term fiancée, Pauline, were married and boat work took a back seat for a while. Dick Newick flew from the US to have a look, offer advice and catch up with his Kiwi connections.

“He was great,” says Mark. “He’d give his ideas and say ‘now you fix it the way you want’. It was like offering an insight into his way of thinking but letting you do it your way. He put his logo on the rudder which is kind of special. I learned how he kept windage down to improve pointing ability. He was well ahead of his time.”

When she was built Loose Goose typified the minimalist Newick approach with canvas slings for seats. But a cockpit has been added – together with another 500mm to her overall length to accommodate a scoop stern, kick up rudder and outboard motor – a half Newick/half Waitakaruru addition.

Kuihi’s asymmetrical foils were moved 600mm further aft on Newick’s advice – on a Newick the foils are just there to assist – not like an America’s Cup boat that’s foiling all the time.

Next project was a wing mast built out of locally-grown-and-milled pawlonia and carbon fibre. “She’ll cruise along quite comfortably in 40 knots of wind, with just the mast,” says Mark. “We’ve logged up to 19.9 knots, perfectly under control, running off in squalls.”

With the arrival of daughter Maggie, Kuihi’s interior was redesigned for a family of four to cruise in comfort. “Four adults can sit around the table at a time and the kids love their little bunk back under the cockpit,” says Mark. “It does take some discipline to live on board but we’ve had some great family fun on her.”

He recently took eight adults to scatter a deceased friend’s ashes near the Coromandel islands. “It would have been just under a tonne of humanity on board, but you hardly noticed it.”

Completed, Kuihi tipped the scales at 1.8 tonnes. She was trucked from Waitakaruru for relaunching in June 2012. An 8hp four-stroke Yamaha outboard powers the slippery little tri at up to 7–8 knots.

And in a weird twist of fate, the boat Mark built as a teenager, Kupapa (renamed Maku) had come on the market in need of a refit. “I just couldn’t help myself,” he shrugs – and another Newick rebuild got underway. Somewhere Dick Newick is smiling.

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Ahoy! Fun free family activity abounds at Auckland Wooden Boat Festival

Lake Tahoe 50 years of elegance

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Responsive Damfino is a classic Newick tri

From the Morris 36 to mega-W-class beauties, a growing fleet of elegant day sailers with minimal accommodations reflect the resurgence in demand for boats honed to make fun, fast jaunts or quickly reach and explore favorite cruising nooks for a weekend. Typically, though, these boats have reverted to the classic aesthetics of western yachting’s past eras. Shedding new light on this field comes the design Spark , realized in the recently built Damfino , from Dick Newick’s innovative design board. Newick also values Western traditions. “I’ve always been a great disciple of L. Francis Herreshoff’s writings and designs,” he says. He’d owned a Herreshoff kayak early in his career, and even the design for Spark , which Newick calls “a three-hulled Rozinante , a gentleman’s day sailor,” tracks L. Francis’s wake.

If modern multihulls can claim to be classics, Newick has contributed more than his share. His shapely plywood trimarans have remained in charter service since their launchings in the 1960s. His fleet of historic racing machines includes Moxie, with which the late Phil Weld won the 1980 Observer Single-handed Trans-Atlantic Race (OSTAR), and the Atlantic Proa Cheers, a boat form he invented. Newick virtually created the fully sculpted multihull, too, not the easiest to build with nary a straight line in sight, but as organically functional as, and at home with, dolphin and birds of the pelagic realm.

For Newick, getting a boat to feel alive at sea, at ease with wind, wave and pure speed, has always trumped loading it down with what he calls “all the modern inconveniences.” Indeed, Damfino , the elegant prototype of the Spark design built by Jim Conlin, lacks not only air conditioning and fridge, but also inboard engine, windlass and even stays. From her demountability for transport, self-tacking sails, big comfy cockpit, and a sturdy, skeg-hung rudder to daggerboard canted forward to reduce tip vortices, Damfino combines practicality with performance optimization.

The 65-year-old Conlin is no snubber of tradition either, but his Alberg 35 had become a bit much for day sailing. Conlin saw in Spark something that didn’t require athleticism or difficulty to get underway quickly or to make lots of knots. Like Rozinante , Damfino would prove easy on the eye and across the sea.

Conlin had considered production boats, like the Ian Farrier-designed F-series trimarans, but found Spark ‘s hull shapes and weight less compromised by the folding systems F-boats employ. He used glass and epoxy over Core-Cell foam core, with carbon in the cross-arms (akas) and carbon masts to create a boat less than a ton empty, 3,000 pounds loaded, so Damfino slips along effortlessly.

The main hull is classic Newick, with springy sheer, well-flared bow, and very slim lines. Newick chose to mirror Rozinante ‘s canoe stern, though he prefers employing transoms, but all his boats are very V-d aft and nearly double ended anyway. The amas, or outer hulls, reveal a more notable Newick evolution. His early amas all featured lots of sheer and rocker, with sections sharply V-d and volumes that would float a bit more than the total boat’s weight if the ama could be pressed under water. His recent Traveler 48 showed influence from Euro-racers whose amas became as long and straight as pointy-ended cigars and displaced up to twice the boat’s weight, but they were honed for power reaching and flying the main hull in winds in the teens. They give a much bouncier ride close reaching and upwind. The Travelers are less extreme, but Damfino devolves further. The amas submerged would still displace a hefty 140 percent of total boat weight to maximize power and keep the akas well above water, but Newick uses almond-shaped sections (points down) and has returned to using significant rocker on the ama bottoms to soften the ride, particularly upwind, and sweeping sheer to keep the ends up. Tiny transoms should not drag water because, by the time they are depressed, the boat will be going quite fast, enough to avoid it.

Damfino can sail up to the wind speed from 2 to 12 knots, and in stiff winds can clock 10 to 13 knots to windward and close reaching the high teens off the wind. As the boat accelerates into the teens through oncoming chop, the windward bow wave can slash off the main hull’s flare and get blown back up and to leeward, “giving you the firehose experience” in the cockpit says Conlin, but one must accept that typical cost of speed, and Conlin will soon fit a dodger. Peter Johnstone grew up with performance boats, being part of the Johnstone clan that created J-boats. As principle of Gunboat catamarans, he’s also a veteran performance-multihull sailor. After a shakedown spin on Damfino , he concludes: “On a reach, the thing was just magical. It was wet, but as you would expect at that size (and doing 18 knots). It has a comfy cockpit and did everything it was meant to do &mdash a simple, comfortable, fast day sailer for an older guy who’s going to be short handed.”

Simple sail handling is aided by self-tacking sails on unstayed carbon sticks. Newick developed his cat-yawl rig starting with an earlier 36 footer White Wings . Damfino ‘s 35-pound mizzen is a rather conventional full-battened sail with wishbone boom, which helps control twist when using a sheet to the centerline. The 130-pound mainmast supports a modified Lungstrom rig, first developed in the 1930s, with double-panel mainsail set on sail tracks. Sailing downwind, one can open the mainsail to fly its port and starboard panels wing and wing. Conlin can stretch the windward panel out and forward as he bears off, allowing the crew to tack downwind, a preferred tactic for speed and comfort, even for quite modest performers, but one Newick thinks would be enhanced using a whisker pole. High-molecular-weight plastic mast bearings allow the crew to easily rotate the mast to reef, even in heavy airs, but as the sail rolls, it does shift the center of effort well forward, making the mizzen essential to maintain balance. A mizzen staysail, which can be turned upside down to form a jib on the foremast, would increase horsepower even more, especially in very light airs, but Conlin finds the boat’s performance quite adequate without them.

Like all prototypes, Damfino has had to face her compromises and teething aches. He’s had to tune the stiffness of the vertical carbon battens on the main. Cutting and setting sails to accept what can become several feet of bend in the unstayed mast also is an art. Conlin acknowledges that you really don’t want to be caught having to short tack out a channel, because the boat needs to get up to speed to come around. The flat mizzen can help stall a tack by pushing the boat back into the wind, so Conlin has learned to sometimes ease it off. The amas also sit 2 inches lower than designed, says Conlin. On a racing machine, if the boat could remain perfectly balanced at rest, the amas would both hover well above the water. In reality, the racer leans over on one side, then flops over as the boat sways about, a discomfort for cruisers but essential when tacking an extremely wide boat so that it doesn’t have to drag its long leeward ama around in a big arc before the ama lifts and allows the boat to come off on the new board. Damfino ‘s amas steady her at anchor, but Conlin plans to raise them on future boats to aid tacking.

As for cruising, some sailors will always wince at the paucity of staterooms in this 28-footer, but even on his smallest designs, Newick always has supplied the essentials to an offshore crew &mdash a secure and generous berth, place to navigate and galley space. Damfino features a big double berth and enough counter space for a small cooker and compact nav station, which these days may require not much more than a GPS. Conlin plans little cruising, but Johnstone concludes, “I could see cruising that boat in the Exumas for a month or two, no problem,” a trip enhanced by the boat’s minimal working draft of 2 feet (depth of rudder; board up). He adds, “The boat has a lot of room below,” and though that may be a relative measure, Newick echoes quite a rational cruising brief: “I could spend summers on that boat alone or take Pat (his wife) on weekend cruises.”

Newick would not hesitate to take the boat offshore to Bermuda, either. Although small for such purpose, Damfino is a powerful successor to Newick’s famous 31-foot Val trimarans, which are not much bigger and have sailed across oceans many times, including one placing second in the storm-ridden 1976 OSTAR, finishing right behind a maxi-racer (and penalized 236-foot schooner). There’s good reason Newick was inducted into the North American Boat Designers Hall of Fame, and Damfino is sure to spark continued interest in all his boats.

Steve Callahan is a sailor, naval architect and author of the book Adrift: Seventy-Six Days Lost at Sea , which tells the tale of his struggle for survival after his boat sank in the Atlantic. He is also co-author of Capsized.

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GOLDEN OLDIES - The trimaran Nandi’s long journey

Article published on 21/05/2020

By Philippe Echelle

published in n°172 july / aug.

Former racing multihulls are definitely a bit of an obsession for Stuart Rogerson and his son Zac: after the rescue of VSD II in 2002 - lost two years ago - and the prao Tahiti Douche, it’s now the VAL 31 Nandi that’s back at sea!

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A fter their short sporting and media exposure, racing multihulls struggle to settle into a peaceful retirement. Their giant wings do not predispose them to a gentle confinement in a marina. And even if their sporting personality is seductive, they are notoriously uncomfortable and more often than not incompatible with charter or cruising use. The smallest units - from 28 to 42 feet - do however have a few arguments in their favor when it comes to justifying their survival: buying, refitting and maintaining them can be done on a reasonable budget. However, you have still got to find them in a recoverable condition... Stuart Rogerson, 72 is the dean of the Golden Oldies community and has become an expert in the rescue of endangered multihulls. A year ago, when he heard that the VAL 31 Wing Version Nandi was threatened with destruction on a beach in Sausalito in San Francisco Bay, he immediately jumped on an airplane. Having closed the deal, he set to work getting the Newick design back into a seaworthy condition. Then it was just a question of the 10,000 nautical miles to get back to Ibiza!

Ready for service!

After securing the purchase of the multihull in the port of Sausalito, Stuart took her out of the water in a small yard in Napa to change the deck of the floats, check the whole structure and repaint it. He chose to keep the «fortified castle» cockpit with the aim of bringing the trimaran back in line with the original plan during a later refit at the Sète base. On September 4th, Nandi was declared «ready for service» and left for San Diego where she arrived four days later. The first sea trial was very satisfactory with the trimaran behaving wonderfully. She is fast and in good shape. The delivery continued with a long surf down to Acapulco, which was completed in ten days. Ten more would be needed to reach the entrance to the Panama Canal. At that point, Nandi was out of supplies - no more water or food - and was the last leisure craft to transit before the lockdown. Gatún Lake, between the Pacific and Atlantic locks was ...

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Boats for Sale & Yachts

Newick trimaran val 31 1980 for sale $39,500 new 2022 boats for sale & yachts.

Newick trimaran Val Boats Review and Specs

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Raptor is one of five tri’s built for the 1980 OSTAR, by a group of Americans who wanted to capture the titles from the French. She did the race, (her name was Peggy) and while she did not win, two of her sister ships did (Moxie and Third Turtle – both also Newick Designs). She was built on Martha’s Vineyard, by Tom Ruan, Ovid Ward, Rory Nugent, and others may be including Joe Colpitt, calling themselves Daffy Duck Marine. the current owner is her third. He has had her for 15 years. the boat was raced early on, taking a third in the division in an Around Long Island, a first in the Western Long Island Sound Regatta, a first in the Glen Cove/Greenwich Regatta, and a bunch of seconds and thirds.  The only reason she is for sale is that the owner is concentrating on updating and sailing his soon-to-be live aboard, for full-time cruising and he just does not have the time to sail her. She needs a new home.

newick trimaran val 31, newick val 31 trimaran for sale

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NEWICK VAL III

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• Lying Morlaix, France

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The most radical machine designed by the wizard! An "avant garde" multicoque when created, still up to date! Very nice conditions, visible North French Britany EXCHANGE POSSIBLE

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Seller's Description

The Albatros, a truly F1 of the sea with a draught of only 16 inches, is an impressive 32’ x 26’ 6” Val II trimaran designed by Dick Newick in 1991. She saw the day on September 4th, in 2014, finally emerging from the garage after 16 years of a precise and competent part time work respecting the designers specifications. The builder, Jacques, passed away in 2015 and could unfortunately not finalize his dream. My mother and I are wishing this sailboat could navigate on all kinds of water.

Selling price: 20,000 CAD or 26,000 CAD including transportation*

This beautiful trimaran is a pretty rare model, fast, simple and efficient. The selling price covers only the work done since the builder past away. It doesnt represent the time and the required material for the initial construction evaluated at more than 40,000 CAD.

We have to let her go because we dont have the required sailing experience. She is our precious legacy.

*Given the outsized dimensions of the trimaran, road transportation can be an issue: we have an advantageous and realistic plan for transportation from Saint-Simon-de-Bagot (province of Qubec) to the Richelieu river leading to the St. Lawrence river.

IMPORTANT: For experimented sailor (ideally in multihull navigation). Serious buyer only please.

Dont hesitate to communicate with us if you have any question or visit our Facebook page to see more pictures and short videos (Dick Newick Val II Project).

Equipment: She comes with a fiberglass coated 43’ wing mast made out of BC fir wood and epoxy such as the boat structure reinforced with carbon fiber (inside and out), head and foot of mast installed. Included: all boat plans drawn by Newick, tiller, rudder, daggerboard, 4 new self-tailing 35 Harken winches, plough anchor, small propane stove, portable toilet and small sink. We completely repainted her last summer, inside and outside, with a polyurethane paint and varnished the wood surfaces. Not included: engine, sails, boom and some fittings.

A few specs: Sail: 540 - 800 square feet Total weight including rigging: 3 500 pounds Draught: 16 inches Recommended engine: less than10 HP Berths: 2 1 (one on each side with lots of storage space a small optional one at the front) Cockpit: 2 wooden benches and storage

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)

Prototype was ‘Third Turtle, 2nd in the 1976 OSTAR. A popular and successful shorthanded racer of this time due to its proven seaworthiness and a relatively low cost of construction. Built by the designer and from plans by many others. It is said that at least 30 boats have been built to this design.

This listing is presented by SailboatListings.com . Visit their website for more information or to contact the seller.

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Val Kuihi 31+ foot trimaran, Tauranga, New Zealand

By dick newick.

source: Ian Thorn, owner (2023) and GOOSE REBORN By Boating New Zealand, November 11, 2020

Originally " Loose Goose ", built in 1982 by Wayne Page. Renamed Kuihi (Maori word for "goose") during a five year long repair and restoration by Mark Carter. The boat had been holed and abandoned after colliding with a whale 50nm off Port Waikato in 2007. It was relaunched in June 2012. "She’ll cruise along quite comfortably in 40 knots of wind, with just the mast" says Mark. "We’ve logged up to 19.9 knots, perfectly under control, running off in squalls."

• Builder: Wayne Page
• Year completed: 1982, relaunched in June 2012 after five year restoration and refit by Mark Carter
• Material: double-diagonal 8mm kauri plywood, glassed over
• Rotating wing mast added during the refit, built out of locally-grown-and-milled pawlonia and carbon fibre
• A cockpit was added durimg the refit
• 1'7" (500mm) hull extension added to accommodate a scoop stern, kick up rudder and outboard motor
• Weight after refit (2012): 1.8 tonnes

Newick Home Page

see trimaran Val

All Designs

Trimarans for sale :

DRAGONFLY 920 EXTREME

NEWICK racer 40′

TRIMARAN CABON 40′

NEWICK NATIVE 38 (VENDU SOLD)

IRENS CARBON 3

CORSAIR F27’VENDU

NEWICK 53′ LIMMERSHIN

SEACART 30′ (sous compromis de vente/Under first agreement)

DRAGONFLY 28 PERFORMANCE (sous compromis de vente/under first agreement)

NEWICK THREE CHEERS MKIV evolution

TRIMARAN NINJA 800

PULSAR 26 LEROUGE

NEWICK VAL III

trimaran SIRIUS 31

TRIMARAN REPLIABLE MATTIA 37′ (vente suspendue)

TRIMARAN PULSAR 33 (sous compromis de vente)

trimaran NOVA (ex JOURNAL DE MICKEY/ ex CAPTAIN COOK)

TRIMARAN NIGEL IRENS 40′

SEAON 96 (vendu)

TRIMARAN SCOUT Greene 38

CORSAIR 37 (vente suspendue)

DRAGONFLY 28 SPORT (vendu)

TRIMARAN ex MULTI50 IRENS

TRIMARAN 50′ Langevin

DRAGONFLY 920 EXTREME VENDU

trimaran NEWICK PAT’S

TRIMARAN 60′ Orma Multiplast/G.Ollier

BEPOX 333 vendu

TRIMARAN FARRIER F32 RX vendu

NEWICK 50′ Turbo (REFIT IN PROGRESS; refit en cours FAIRE OFFRE)

POLYNESIE 42′

Who's running for office in Delaware? Republican challenger enters U.S. Senate race

With multiple contested races up and down the ballot in Delaware this year, make sure you know who is running before heading to the polls. 

Delaware’s primary election will take place Sept. 10, which will help further shape contested races for federal, state and local positions, including governor, lieutenant governor and Delaware’s U.S. Senate seat. 

The general election is Nov. 5.

As races take shape, stay up to date with us here at Delaware Online/The News Journal for a running list of all the respective candidates.

Familiar faces vie for New Castle County executive

Two familiar faces to New Castle County politics are vying for the county executive office. 

Democrat Marcus Henry, son of former Sen. Margaret Rose Henry, and county council President Karen Hartley-Nagle are running for county executive in 2024.

Current county Executive Matt Meyer is running for Delaware’s governor.

Henry has over 20 years of experience in public service and has worked for the past three county executive administrations, including as the general manager of the county Department of Community Services under Meyer and a brief stint as the county’s economic development director. 

He has publicly stated his intention to bring transparency to the position and ensure that the county remains “a safe and flourishing home for residents, and an attractive destination for visitors.”

Hartley-Nagle has served as council president for the past six years, with two left in her current term.

She previously served as a board member of Delaware Common Cause and the Coalition for Open Government and was a member of the New Castle County Board of Adjustment. She has publicly stated that as county executive, her main focus would be on core services such as public safety, parks and recreation, libraries, land use and infrastructure.

Hartley-Nagle has come under scrutiny from her fellow council members in the past , and was under investigation for hostile work environment claims. As council president she has focused on uplifting the county’s senior population and attracting business development to the area. 

Val Gould pursues run for New Castle County Council president

Former policy analyst Val Gould, a New Jersey native and University of Delaware alum, announced intentions to run for county council president.

Gould currently teaches music at George Read Middle School. Before teaching, they worked as a legislative fellow for the State House Majority Caucus during the 2021 legislative session and as a policy analyst for the Delaware State Senate Majority Caucus during the 2023 legislative session.

Gould plans to run on the promises of advocating for sustainable development, creating more affordable housing and ensuring that land use decisions are designed to benefit historically neglected communities.

If elected, Gould would be the County Council’s first queer and nonbinary member.

“I hope to make my family, friends, community, coworkers and neighbors proud by leveraging my privilege to encourage responsible development and positive, impactful change for those who need it most,” Gould said. “I truly believe that, if we strive to uplift everyone, our communities and businesses will thrive.”

Wilmington mayoral races take shape

Former city treasurer Velda Jones-Potter was the first to announce a run for Wilmington mayor in March 2023. 

Jones-Potter unsuccessfully ran for the city seat in 2020, trailing incumbent Mayor Mike Purzycki by just over 1,000 votes in the Democratic Primary. Purzycki captured 42.9% of the total vote, compared to Jones-Potter’s 35.6%. Former City Councilmember Justen Wright also vied for the Democratic nomination, garnering 21.5% of the vote.

In October, Purzycki announced he would not seek a third term , citing his age and desire to spend more time with family. That opened the door for Delaware Gov. John Carney to consider a run for office. 

Carney is unable to seek a third term as Delaware governor due to term limits. City mayor has a limit of three terms.

The governor has not said whether he’s officially running for Wilmington mayor, but year-end campaign finance reports show Carney’s mayoral campaign fundraising outpaced those of Jones-Potter . 

The former city treasurer’s mayoral campaign touts a focus on making neighborhoods safer, empowering Wilmington residents and using city resources efficiently. 

MORE: Carney expresses interest in Wilmington mayor after Purzycki announces he won't run in 2024

3 Democrats, Republican vying for Delaware governor

Three Democrats and a Republican are running in Delaware’s gubernatorial race.

Meyer, who has been county executive since 2016; Lt. Gov. Bethany Hall-Long, who has spent two decades in public office; and Collin O’Mara, a former Department of Natural Resources and Environmental Control Secretary and current CEO of the nonprofit National Wildlife Federation, are all running on the Democratic line in September.

O’Mara was the first democrat to file his candidacy in the race for governor on March 13. Meyer filed two weeks later. Hall-Long has yet to file her candidacy, but, if elected, she would be the state’s second female governor, following Ruth Ann Minner, who served in the early 2000s. 

Longtime police officer Jerrold Price is seeking the Republican nomination. 

CAMPAIGN FUNDRAISING: Meyer leads among Democratic gubernatorial candidates, raising over $675K in donations

Price is a retired New York Police Department officer, who moved to Delaware’s coast about 20 years ago and resides in Lewes. According to his campaign website , he later joined the Rehoboth Beach Police Department and has an extensive career in law enforcement. 

Three spar for lieutenant governor

Three candidates familiar to Delaware politics are seeking the Democratic nomination for lieutenant governor. 

State Sen. Kyle Evans Gay, who represents North Wilmington; state Rep. Sherry Dorsey Walker, who represents the city of Wilmington; and Debbie Harrington, a retired U. S. Army colonel and state Democratic Party vice-chair, are running for Delaware lieutenant governor.

Gay was elected to the legislature in 2020, when she flipped a Republican-held seat. The senator worked as deputy attorney general in the Delaware Department of Justice before going into private practice. Her campaign video , which featured her two young daughters, focused on parenting.

The representative ran for the seat in 2016, coming second to now Lt. Gov. Hall-Long in the 2016 Democratic primary. 

“As Lt. Gov. I will continue to be a boots-on-the-ground advocate for all Delaware citizens,” Dorsey Walker said in her announcement last year. “My decision to announce on Juneteenth is symbolic of the advancements made by people of color, women, and those who seek the freedom that comes with change for the advancement of all mankind.”

Harrington, a Middletown resident who served in the Army for 25 years, became an advocate for children with disabilities in her retirement. Her daughter is visually impaired. 

Harrington has run unsuccessfully for other elected offices. She is a vice chair of the state Democratic Party, vice chair of the Middletown Police Advisory Board and part of Delaware State University's Board of Trustees, according to her website .

Dorsey Walker or Harrington could become the state’s first Black woman to serve in the role if elected.

Republican challenger enters U.S. Senate race

Wilmington resident and businessman Eric Hansen is the latest candidate for Delaware's soon-to-be-vacant U.S. Senate seat.

Hansen, who built his career at Proctor and Gamble, Johnson & Johnson and Walmart, is seeking the Republican nomination for the post, which is being vacated by U.S. Sen. Tom Carper, a Democrat, who has decided to retire.

Blunt Rochester, if elected, would become the first Black Delawarean and the first woman to represent The First State in the U.S. Senate – and possibly the fourth Black woman ever in the country’s history.

READ: Lisa Blunt Rochester, Delaware's sole congresswoman, will run to fill Carper's Senate seat

Blunt Rochester announced her intentions to run shortly after Carper announced his retirement plans in May last year. Carper publicly called on the congresswoman to run — admitting she probably should have done so years ago.

Dr. Mike Katz, an anesthesiologist and former Delaware state senator, has filed to run as an Independent in the U.S. Senate race. Katz, a former Democrat, created the Brandywine Valley National Scenic Byway Advisory Board, according to his campaign website, and helped restructure the Delaware Health Information Network.

Katz is running on a platform of dismantling partisan politics and what he calls "America's two party problem." If elected, Katz would be Delaware's first Independent U.S. Senator.

With candidates on three different party lines, they all will face off in the general election Nov. 5.

U.S. House race down to two Democrats, one Republican

The race for Delaware's at-large U.S. House of Representatives seat has narrowed down to three contenders, with two Democrats vying for a spot on the general election ballot.

Republican Donyale Hall, a veteran, Dover resident and small business owner, is the sole Republican nominee running for the seat formerly held by Blunt Rochester, and is guaranteed a spot in the general election.

Hall, who is biracial, has run for political office before. She said she brings a “unique” perspective to the seat having served in the U.S. Air Force in support of Operation Desert Shield and Desert Storm; being a survivor of domestic violence; and overall understanding others who feel as though they have been forgotten or overlooked.

The Democratic Primary has narrowed to two contenders after state treasurer Colleen Davis withdrew from the race in February, citing personal and family health concerns. She has since endorsed state Sen. Sarah McBride, who will face former Delaware State Housing Authority Director Eugene Young in the primary.

Young has been viewed as a rising star in Delaware politics for years. If elected, he would be the first Black man to represent Delaware in Washington, D.C. 

—If McBride — the country's highest-ranking transgender elected official — were elected to the Congressional seat, she would become the first trans person elected to federal office , catapulting the already nationally known politician to an even bigger stage. She would also be the youngest elected official Delaware has sent to Washington since President Joe Biden’s U.S. Senate win in 1972. 

RELATED: Democratic primary for US House seat down to 2 candidates after Davis drops out

The race got slightly less crowded in February when state Treasurer Colleen Davis, who had intentions to run for the U.S. House seat, dropped out of the race due to health issues and family obligations.

First candidate enters Insurance Commissioner's race

Kayode Abegunde, a member of New Castle County's Financial Advisory Council, is the first candidate to officially file as a candidate in the insurance commissioner's race.

Abegunde , a Democrat, previously lost in the primary to incumbent Trinidad Navarro, who has served in the role since 2016. The two will likely face off again in the primary, though Navarro has not yet filed his candidacy with the Department of Elections. In his announcement, Abegunde said would "bring more insurance products" to Delaware and provide more options to veterans.

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Easter 2024

‘Obviously the mistake was made': Big East remains unbeaten in NCAA Tournament after only 3 bids

UConn center Donovan Clingan (32) and his teammates reacts in the final seconds of the second half of a second-round college basketball game against Northwestern in the NCAA Tournament, Sunday, March 24, 2024, in New York. UConn won 75-58. (AP Photo/Mary Altaffer)

Marquette’s Stevie Mitchell (4) celebrates alongside Colorado’s Luke O’Brien following a second-round college basketball game in the NCAA Tournament, Sunday, March 24, 2024 in Indianapolis. Marquette won 81-77. (AP Photo/Michael Conroy)

Creighton’s Trey Alexander (23) reacts during double overtime in a second-round college basketball game in the NCAA Tournament against Oregon Saturday, March 23, 2024, in Pittsburgh. (AP Photo/Matt Freed)

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NEW YORK (AP) — Since a disappointing Selection Sunday for the Big East, when all its bubble teams got left out of the NCAA field , the conference has not lost a game in the tournament.

Defending national champion UConn, Marquette and Creighton advanced to the Sweet 16, the Huskies rounding out a 6-0 weekend for the Big East with a 75-58 second-round victory over Northwestern on Sunday night.

Three NCAA bids for the Big East was its fewest since 1993, a surprising development because the league was generally considered among the best Division I conferences this season. Now it is the only multibid conference to get through the first week of the tournament without losing a game.

“When you’re on the bubble, it’s precarious when these things happen. But, yes, I think the teams that are left are finding a way to send a bit of a message here,” Big East Commissioner Val Ackerman said at Barclays Center in Brooklyn, where UConn was playing. “That the Big East is one of the elite basketball conferences in the country.”

After an ugly performance by Virginia in the First Four , the Atlantic Coast Conference also asserted itself during the first weekend of the tournament after what was a viewed as a down regular season for the traditional basketball power conference.

The ACC has four teams in the Sweet 16, the most of any conference: Duke , North Carolina , North Carolina State and Clemson advanced to the regional semifinals that start Thursday.

There are more teams from the 919 area code in North Carolina (three) left in the tournament than from either the Big 12 (two) or Southeastern Conference (two). Those conferences tied for the most bids with eight.

The Big Ten got two of its six teams through to the regional semifinals, including Midwest top seed Purdue . The West Coast Conference and Pac-12 each put one team in the Sweet 16.

The Mountain West had six teams in the field, but only San Diego State remains alive. The fifth-seeded Aztecs will face UConn in a rematch of last year’s championship game on Thursday in the East Region semifinal in Boston.

Ackerman said five bid-stealers, conference tournament winners that would not have gotten in the tournament otherwise, likely cost the Big East at least one more team in the field of 68 — Seton Hall was one of the committee’s first four out — and maybe more.

She also said the Big East plans to ask the NCAA to re-assess the NET ranking metric the selection committee uses to help pick the field.

“They were looking at factors that we have to better understand, is how I would say it,” Ackerman said about the committee’s assessment of the Mountain West compared to the Big East. “But we think we’re better than three bids. Know we are.”

UConn coach Dan Hurley and Clemson coach Brad Brownell have both accused other conferences, notably the Big 12 and Mountain West, of gaming the NET rankings by playing weak out-of-conference schedules.

Sixth-seeded Clemson advanced to the West Region semifinals by beating Baylor of the Big 12 on Sunday.

“You’ve seen how other leagues that got the bids that our league deserved have underperformed,” Hurley said Sunday night.

Hurley said the Big East coaches have a group text that has been blowing up.

“I know everyone is fired up to see us continue to push and rep the league at a high level. I know Val is excited, too,” he said. “Obviously, the mistake was made.”

This story has been corrected to show that the San Diego State-UConn game is Thursday, not Friday.

AP March Madness bracket: https://apnews.com/hub/ncaa-mens-bracket and coverage: https://apnews.com/hub/march-madness