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BUCKPASSER is a 37.0 m Motor Yacht, built in Japan by Hitachi and delivered in 1985.

Her top speed is 15.0 kn and her cruising speed is 13.0 kn and her power comes from two Caterpillar diesel engines. She can accommodate up to 8 guests, with 8 crew members waiting on their every need. She has a gross tonnage of 269.0 GT and a 7.74 m beam.

She was designed by Jack Hargrave , who also completed the naval architecture. Jack Hargrave has designed 155 yachts and created the naval architecture for 133 yachts for yachts above 24 metres.

BUCKPASSER is in the top 30% by LOA in the world. She is one of 1132 motor yachts in the 35-40m size range, and, compared to similarly sized motor yachts, her volume is 2.22 GT above the average.

BUCKPASSER is currently sailing under the United States of America flag, the most popular flag state for superyachts with a total of 1614 yachts registered. She is currently located at the superyacht marina Boathouse Yacht Facility, in United States of America, where she has been located for 4 months. For more information regarding BUCKPASSER's movements, find out more about BOAT Pro AIS .

Specifications

• Name: BUCKPASSER
• Yacht Type: Motor Yacht
• Builder: Hitachi
• Naval Architect: Jack Hargrave
• Exterior Designer: Jack Hargrave

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Motor Yacht

Buckpasser is a custom motor yacht launched in 1985 by Hitachi Zosen.

Buckpasser measures 36.75 metres in length, with a max draft of 2.13 metres and a beam of 7.75 metres.

Buckpasser has an aluminium hull with an aluminium superstructure.

Buckpasser also features naval architecture by Jack Hargrave.

• Yacht Builder Hitachi Zosen No profile available
• Naval Architect Jack Hargrave No profile available
• Exterior Designer Jack Hargrave No profile available

Yacht Specs

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Buckpasser Yacht

Motor Yacht Buckpasser

Buckpasser is a 36.75m motor yacht, custom built in 1985 by hitachi zosen. this luxury vessel's sophisticated exterior design and engineering are the work of jack hargrave..

Buckpasser yacht has a aluminium hull with a aluminium superstructure with a beam of 7.75m  (25'5"ft) and a 2.13m  (6'11"ft) draft .

Buckpasser is currently not available for Charter on Superyachts.com. Click here to view similar Yachts Available for Charter.

• More Details:
• Specifications

Builder: Hitachi Zosen

Exterior Designer: Jack Hargrave

Naval Architect: Jack Hargrave

M/Y Buckpasser

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©2009 Superyachts.com Ltd. All rights reserved.

©2011 Design Updated by Superyachts.com Ltd.

BUCKPASSER Hitachi Zosen Corp

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A Summary of Motor Yacht BUCKPASSER

Originating from the Hitachi Zosen rp ship building company in Japan the BUCKPASSER is 37 metre 121 (foot) in length. Superyacht BUCKPASSER is able to accommodate up to 8 guests with 8 crew members. She can attain a top speed of 15 knots.

The Shipyard Work & Designing with respect to Luxury Yacht BUCKPASSER

Jack Hargrave was the naval architecture company involved in the technical nautical design work for BUCKPASSER. Also the company Jack Hargrave successfully collaborated on this venture. Built at Hitachi Zosen rp this vessel was completed in Japan. She was officially launched in Kanagawa in 1985 before being handed over to the owner. A moderate proportion is achieved with a total beam (width) of 7.74 metres or 25.4 ft. With a 1.98m (6.5ft) draught (maximum depth) she is fairly shallow. The material aluminium was used in the building of the hull of the motor yacht. Her superstructure above deck is fashioned with the use of aluminium.

The Main Engines And The Speed/Range The M/Y BUCKPASSER is Capable Of:

The D3508TA engine powering the yacht is made by CATERPILLAR. Coupled to the BUCKPASSER engines are twin screw propellers. The engine of the ship gives 565 horse power (or 416 kilowatts). She is fitted with 2 engines. The sum power for the boat is accordingly 1130 HP or 831 KW.

Aboard Superyacht BUCKPASSER She has Main Accommodation Format:

Having bedding for a limit of 8 welcome guests sleeping aboard, the BUCKPASSER accommodates them comfortably. Under normal conditions she carries approx 8 expert crew to operate.

A List of the Specifications of the BUCKPASSER:

Further information on the yacht.

This motor yacht has a teak deck.

BUCKPASSER Disclaimer:

The luxury yacht BUCKPASSER displayed on this page is merely informational and she is not necessarily available for yacht charter or for sale, nor is she represented or marketed in anyway by CharterWorld. This web page and the superyacht information contained herein is not contractual. All yacht specifications and informations are displayed in good faith but CharterWorld does not warrant or assume any legal liability or responsibility for the current accuracy, completeness, validity, or usefulness of any superyacht information and/or images displayed. All boat information is subject to change without prior notice and may not be current.

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“In our company we measure our design objectives against Jack Hargrave’s dictum that, at the end of the day, the boat has to perform at sea. Everything else in the design process needs to bend to that single principle. It’s the right way to do it, and at Hargrave, it’s the only way to do it,” - Michael Joyce, CEO of Hargrave Custom Yachts

EVOLUTION | From AUS$ 150,000/wk

IDYLLE | From EUR€ 65,000/wk

PEFTASTERI | From EUR€ 100,000/wk

Yacht is no longer available for sale.

Yacht is no longer available for sale. This is an archived web page showing historic information for reference purposes only. Search Yachts for Sale.

BUCKPASSER Yacht for Sale

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Buckpasser, for sale and available for inspection in Provincetown

The 36.58m 985 hitachi zosen motor yacht buckpasser is available for inspection in provincetown..

BUCKPASSER’s naval architecture and exterior design is by Jack Hargrave, while her interiors were fully refurbished in 2017 by Dana Yacht Décor. She is a rare find by today’s standards – beautiful, functional and economical. Hargrave custom built BUCKPASSER for a Florida-based family who wanted a yacht that could act as the mothership for their fishing and hunting expeditions for weeks at a time. BUCKPASSER’s second owner used her as a more traditional motor yacht, acting as a luxury base for kayaking, diving, kiteboarding, surfing and sailing excursions. BUCKPASSER can accommodate eight guests across four cabins, including two king-size doubles and two convertible twins, all en suite. There is also space for eight crew on board in five cabins. Powered by detuned 565hp Caterpillar 3508 engines – considered some of the most robust marine diesel engines ever built – BUCKPASSER has a top speed of 12 knots and cruises at 10 knots, providing an effortless 4000+ miles of range.

Key features  

• Her interior was recently completely refurbished to fine yacht standards including walls, overheads and decks
• New accommodation area plumbing, wiring, A/C system and lighting
• Hull and superstructure recently painted
• Bullet proof Cat 3508s rebuilt and ready for another 20,000 hrs of reliable service
• Massive boat deck with 9,000lb crane plus 5,000lb crane
• Enclosed aft deck completely refurbished with new teak decking, full seated bar and dining settee

4th August 2020

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Captain works steady through four decades with one family

By Dorie Cox

The yacht that Capt. Larry Hastings works on is for sale. It has been home to him for more than half of his life.

Capt. Hastings is 75 years old. He set down his cigar, stopped sanding the yacht’s old nameplate and talked about his 43 years working for the same owners on M/Y Buckpasser.

“If new owners are smart, they would want to hire me,” Capt. Hastings said during a tour of the yacht. “But at my age, I can’t give them a long-term commitment.”

And he is used to long-term commitments. It was 1973 when Capt. Hastings started work on the owners’ first Buckpasser, a 98-foot Burger. Now he runs their 120-foot Jack Hargrave design built by Hitachi Zosen, and he knows both yachts like no one else.

Capt. Hastings is what many people envision when they think “old salt”. Decades of sun exposure has weathered his skin. Years of climbing ladders, lifting hatches and hoisting anchors keeps him lean and muscular.

Capt. Larry Hastings takes a break from work on M/Y Buckpasser. PHOTO/DORIE COX

“Don’t need to go to the gym, everything is manual,” he said as he pointed to the anchor chain.

Just like running this boat, most of what Capt. Hastings does is for the long haul. He and his wife have been married 52 years.

“Our deal was that she takes care of the homefront,” he said. “I was on boats and I said I’m not going to quit. That was our arrangement, so she raised our family of two boys and a girl.”

He’s comfortable with things staying the same. Even down to the dark hunter green-colored wall of the main salon.

“I’ve been living with that color for 40 years,” he said.

In an industry that often sees crew change jobs fairly frequently, Capt. Hastings is too busy doing his job to think about moving around. Plus, he really likes what he’s doing. He believes his common-sense ways of doing things have contributed to his longevity.

“If you’re right, you’re right; If you’re wrong, you’re wrong,” he said. When there was an issue onboard, he said all parties “just sat down to talk about it”.

He is serious about doing a good job.

“I may not be that smart, but I’m observative,” he said. “There’s not a nook or cranny on this boat that I can’t point right to.”

He keeps work as work and never mingles it with time off.

Capt. Larry Hastings. PHOTO/DORIE COX

“I didn’t socialize with the owners and it worked great,” he said. “They never interfered, they let me run the boat.”

Operations onboard have mostly stayed the same for four decades. He prefers to measure fuel levels with a stick instead of a computer reading and he likes tried-and-true methods, especially when it comes to navigation.

“If you rely on GPS it can get you in trouble,” Capt. Hastings said as he pointed to decades-old equipment on the helm. “It can be off, and just a degree or two can set you off course.

“If you know the time-speed-distance equation, you can navigate,” he said, as he pulled several coffee-stained, pencil-marked paper charts out of a full cabinet and pointed to the courses of regular trips to the Bahamas.

Crew stick with the program

Longevity runs through the Buckpasser crew, also.

“I know some captains that stay on the job for 30 years, but not their crew,” Capt. Hastings said.

Capt. Larry Hastings shares a photo of the crew on M/Y Buckpasser. PHOTO/DORIE COX

Stew Raymond Bottomley has worked onboard for 35 years, cook Glenn Brannock for 33 years and even their Bahamas guide, Kenny Gardner, has been a regular for 14 years.

Eng. Marshall Tolderlund, 67, has been with the crew for nearly 28 years. Tolderlund started after he was laid off from his job at a machine shop in the 1980s in Newport. A customer suggested he go to Spencer Boatyard in West Palm Beach and that was where Capt. Hastings offered him a job.

“I thought if it didn’t work, I would go back to the yard,” Tolderlund said by phone. “But I guess it stuck.”

He attributes his longevity to the captain and the crew.

“Larry wanted things done right, but he didn’t interfere,” Tolderlund said. “Everyone has their own opinions but he let you do your own thing. Everything was done and we did it right.

“We had five guys that really made it work together,” he said. “Of course, we had discrepancies, but keep your mouth shut and take a deep breath. You’re in a 121-foot aluminum box floating in the middle of nowhere. You get over it quick.”

Tolderlund met his wife, Amy, in the parts department at the yard in 1981 and they married in 1989.

“She is my first and last wife,” he said.

Even the newest member of the crew has been onboard for a longer run than most crew in yachting. From the enclosed aft deck, Mate Philip Upstill instinctively straightens cushions. It was in July, 16 years ago, on the same aft deck, under the same paint shed in Bradford Marine, that he was interviewed for his job on M/Y Buckpasser.

“I started that day and I’m still here,” Upstill said.

At 50 years old he said, “I’m the rookie of this crew.”

Upstill grew up sailing and worked on a sportfish boat in high school before embarking on a corporate career. But he took an opportunity to leave the office to get into the marine industry.

“I could live in a bathing suit,” Upstill said. “Can you imagine being in a cubicle for 20 years?”

He said working with Capt. Hastings doesn’t require superfluous words.

“With Larry, everything is clear cut,” Upstill said. “Just do your job and be respectful.”

Upstill said he has seen some crew come and go, about 15-20 deckhands.

“I advised crew to stay on, but on a boat like this, it’s the little things. Like if you leave a mess…,” he said. “Getting along with crew is the most important thing.”

Although Capt. Hastings respects how things have been run, he does aim to improve where he can.

Capt. Larry Hastings on the bridge of M/Y Buckpasser. PHOTO/DORIE COX

“On the first boat, for 12 years, I wrote everything the crew said to fix in a spiral notebook,” Capt. Hastings said. When it was time for a new boat, he handed the book to the owner and said, “I am a boat captain, not an architect.”

Capt. Hastings hopes to stay onboard, but if the new owners bring their own captain, he’ll get by. The captain has taken a Buckpasser from Newfoundland to the Bahamas and down to Venezuela, including a 250-mile trip up the Orinoco River. At 10 knots.

“This goes, ‘boogety, boogety, boogety’, and burns 28 gallons an hour,” he said as he spun his hands to demonstrate. “It’s a slow boat.”

And Capt. Hastings will continue, slow and steady, just like Buckpasser.

Dorie Cox is editor of The Triton. Comments on this story are welcome at [email protected] .

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About Dorie Cox

Dorie Cox is a writer with Triton News.

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Buckpasser for sale

Estimate price.

• Marina $ 116 956
• Insurance $ 21 806
• Registration $ 2 166
• Fuel $ 62 810
• Maintenance $ 41 584
• Antifouling $ 41 584
• Repairs $ 41 584
• Crew $ 267 483

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BUCKPASSER yacht NOT for charter*

36.75m  /  120'7 | hitachi zosen | 1985 / 2018.

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Special Features:

• Impressive 4,200nm range
• Sleeps 8 overnight

The 36.75m/120'7" motor yacht 'Buckpasser' was built by Hitachi Zosen in Japan at their Kanagawa shipyard. This luxury vessel's exterior design is the work of Jack Hargrave and she was last refitted in 2018.

Guest Accommodation

Buckpasser has been designed to comfortably accommodate up to 8 guests in 4 suites comprising one VIP cabin. She is also capable of carrying up to 8 crew onboard to ensure a relaxed luxury yacht experience.

Range & Performance

Buckpasser is built with a aluminium hull and aluminium superstructure, with teak decks. Powered by twin diesel Caterpillar (3508TA) 564hp engines, she comfortably cruises at 10 knots, reaches a maximum speed of 12 knots with a range of up to 4,200 nautical miles from her 51,250 litre fuel tanks at 10 knots. Her water tanks store around 20,770 Litres of fresh water.

*Charter Buckpasser Motor Yacht

Motor yacht Buckpasser is currently not believed to be available for private Charter. To view similar yachts for charter , or contact your Yacht Charter Broker for information about renting a luxury charter yacht.

Buckpasser Yacht Owner, Captain or marketing company

'Yacht Charter Fleet' is a free information service, if your yacht is available for charter please contact us with details and photos and we will update our records.

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How a cargo ship took down Baltimore’s Key Bridge

To bridge experts, the collapse of Baltimore’s Francis Scott Key Bridge after being hit by a heavy cargo ship was as inevitable as it was devastating.

When a vessel as heavy as the Singapore-flagged Dali crashes with such force into one of the span’s supercolumns, or piers, the result is the type of catastrophic, and heartbreaking, chain reaction that took place early Tuesday.

“If the column is destroyed, basically the structure will fall down,” said Dan Frangopol, a bridge engineering and risk professor at Lehigh University in Pennsylvania who is president of the International Association for Bridge Maintenance and Safety. “It’s not possible to redistribute the loads. It was not designed for these things.”

No bridge pier could withstand being hit by a ship the size of the Dali, said Benjamin W. Schafer, a professor of civil and systems engineering at Johns Hopkins University.

“These container ships are so huge,” Schafer said. “That main span has two supports. You can’t take one away.” He called the accident “a huge infrastructure failure,” but not because of the bridge collapse; he said the shipping industry needs systems to keep a ship on track when it loses power, as the Dali did before the collision.

The bridge itself, which carried more than 30,000 vehicles daily, appeared to be structurally sound. Its condition was rated fair, according to data in the 2023 National Bridge Inventory maintained by the Federal Highway Administration. Maryland state officials said they were focused on search-and-rescue operations and did not provide later inspection data. National Transportation Safety Board Chair Jennifer Homendy said excavating detailed inspection history information — and what was done in response to any earlier findings — will be a cumbersome and protracted part of the agency’s investigation.

But bridge safety and engineering experts are emphasizing a separate issue: protective barriers.

When the span opened to traffic in 1977, many ships were smaller and the standards for protecting bridges against them were lower, they said.

A few years later, a Liberian cargo ship crashed into a bridge in Florida , sending a Greyhound bus, a pickup truck and six cars into the Tampa Bay and killing 35 people, according to the NTSB. That deadly 1980 collision helped lead to the adoption of stronger national standards for bridges, including protection from errant ships, in the years that followed, safety experts said.

Sherif El-Tawil, a professor of civil and environmental engineering at University of Michigan with expertise in bridges, said if the Key Bridge had been built after those updated standards from the American Association of State Highway and Transportation Officials were put in place, the span could still be standing.

“I believe it would have survived,” El-Tawil said.

Maryland officials did not answer questions Tuesday about what protective devices were in place near the bridge and whether they were sufficient to withstand this type of collision.

Two examples of protective measures that did not appear to have been in place, El-Tawil said, were large fenders designed to direct marine traffic away from the bridge supports and an island built around the pier.

Some states are building these kinds of protection systems around vital bridges. Last year, officials from a joint New Jersey and Delaware bridge authority announced work on eight 80-foot-wide, stone-filled cylinders designed to protect the Delaware Memorial Bridge. The existing protection for the bridge tower piers dates to 1951. “Today’s tankers and ships are bigger and faster than those of the 1950s and 1960s,” the officials said in announcing the nearly $93 million project.

State departments of transportation “are aware of the shortcomings of these bridges,” said Roberto T. Leon, a bridge and structural engineering professor at Virginia Tech. “It’s not that they don’t know. It’s a matter of prioritizing the repairs. It is a very expensive proposition to protect a bridge.”

Ian Firth, a British structural engineer and bridge designer, said he was “not surprised” at how quickly the bridge came down after it was hit. He noted that the support structure that was struck, which would have been made of reinforced concrete, was one of two main supports responsible for doing “all the work” to hold up the bridge.

He said the ship appeared to have strayed to one side before striking the bridge.

The bridge collapse, like other calamities, is probably the result of overlapping low-probability failures, said Edward Tenner, a historian and expert on disasters — akin to what happens when, by chance, the holes in a stack of Swiss cheese slices line up perfectly.

“This might have been a case where there were just an unlikely series of failures,” said Tenner, author of “Why Things Bite Back,” a book about technology and its unanticipated consequences. But he added, “I suspect there was something about the equipment of a huge ship like that, given the potential for damage like this, there should have been more redundancy. There shouldn’t have been one point of failure that could lead to a catastrophe.”

Speaking Tuesday afternoon in Baltimore, U.S. Transportation Secretary Pete Buttigieg called the accident “a unique circumstance,” adding, “I do not know of a bridge that has been constructed to withstand a direct impact from a vessel of this size.”

The ship was towed into the Patapsco River initially, but the tugboats did not accompany the ship all the way to the bridge, said John Konrad, a retired ship captain who runs the gCaptain maritime news website and co-authored a book on the Deepwater Horizon oil spill .

“The safe thing to do is keep the tugs,” Konrad said. “Moving forward, I think that’s going to happen. The Coast Guard is going to say you’ve got to keep the tugs tied up until you pass the bridge.”

In video imagery, the ship can be seen losing electrical power, then briefly regaining it before going completely dark. The ship then veers to the right, directly toward the bridge’s structural support.

The rudder may have gotten stuck in a position that caused the ship to turn, said a senior retired maritime official, who spoke on the condition of anonymity while waiting for more details on the incident. It’s also possible that an incoming tide could have been a factor, he said.

“Obviously, they could not control the ship. They could not stop the ship,” he said.

A deficiency in the Dali’s systems was discovered when the ship was inspected in June, records show. Inspectors at the port of San Antonio, Chile, discovered a problem categorized as relating to “propulsion and auxiliary machinery,” according to the Tokyo MOU, an intergovernmental shipping regulator in the Asia-Pacific region. The issue was classified in the subcategory of “Gauges, thermometers, etc,” but no additional details of the deficiency were provided. The problem was not serious enough to warrant detaining the ship, according to the records.

After a follow-up inspection later the same day, the Dali was found to have no outstanding deficiencies, the records show, indicating that the problem was addressed.

Maryland Gov. Wes Moore (D) said at a news conference Tuesday that the Dali lost power and issued an emergency call for help shortly before the freighter crashed into the bridge. The “mayday” distress call allowed officials to halt vehicle traffic headed over the bridge and saved lives, Moore said.

Erin Cox, Tom Jackman, Jon Swaine, Joyce Lee and Mark Johnson contributed to this report.

An earlier version of this article misstated the title of Edward Tenner's book. It is "Why Things Bite Back." This version has been corrected.

Baltimore bridge collapse

Baltimore’s Francis Scott Key Bridge collapsed after being hit by a cargo ship , sending at least eight people from a construction crew into the water. Two people were rescued and the remaining six are presumed dead, officials said. Follow live updates and see photos from the scene .

How it happened: The container ship lost power moments before colliding with the bridge, Maryland Gov. Wes Moore (D) said. Video shows the bridge collapse in under 40 seconds. Read everything we know about the bridge collapse .

Victims: All six missing victims are presumed dead, the U.S. Coast Guard said, and the agency has ended rescue efforts. The entire crew aboard the 985-foot container ship Dali survived . First responders shut down most traffic on the four-lane bridge after the crew issued an urgent “mayday.” It saved lives, Moore said.

Economic impact: The collapse of the bridge, which severed ocean links to the city’s port, adds a fresh headache to already struggling global supply chains .

History: The Key Bridge was built in the 1970s and spans the Patapsco River. Here’s a list of other major bridge collapses in U.S. history .