Free and Clean

By Jennifer McKay

The recreational boating community achieved a great victory when, in July of this year, the Clean Boating Act of 2008 was signed into law. This new act amends the Clean Water Act to provide a statutory exemption for recreational vessels from the National Pollutant Discharge Elimination System (NPDES) permitting program.

Wait a minute.

Statutory exemption?

Pollutant discharge?

What does all of this mean? In simplest terms, it means boating will remain the free, unencumbered pastime it’s always been. But to fully understand this act and what it means for boaters, we need
to start at the beginning.

The Clean Water Act, administered by the United States Environmental Protection Agency (EPA), was originally passed in 1972 and its objective was “to restore and maintain the chemical, physical and biological integrity of the nation’s waters.” Under the Clean Water Act, any discharges of pollutants from a point source (such as a water treatment plant, for example) to the surface waters of the United States require a permit under the NPDES program.

A year after the Clean Water Act was enacted, the EPA issued a rule exempting certain marine discharges from the Clean Water Act and specifically the NPDES permitting process. As a result, the ballast of both recreational boats and commercial ships was exempt from this strict regulation and permitting.

This exemption remained the status quo for decades. Meantime, concerns about the impacts associated with ballast water discharges were growing. Concern about the devastating effects of aquatic invasive species introductions via ballast water discharge culminated in the filing of a lawsuit against the EPA.

The lawsuit was a challenge to the 1973 exemption for certain marine discharges. Environmental organizations filed suit on the basis that ballast water discharges have led to the introduction of numerous aquatic invasive species resulting in extensive damage to the biological integrity of the waters of the United States, just the type of injury the Clean Water Act was meant to address.

In March of 2005, a California court ruled in favor of the environmental groups and the six states that joined the suit, including the Great Lakes states of New York, Illinois, Michigan, Minnesota and Pennsylvania. The court concluded that the EPA had exceeded its authority under the Clean Water Act in exempting ballast water discharges from permitting requirements. The court ordered the EPA to develop an operational discharge permit for vessels to be effective by September 30, 2008.

The ruling in and of itself is a huge victory—after all, invasive species are the number two threat to biodiversity worldwide, second only to habitat loss. They have crippled many marine and freshwater ecosystems, especially the Great Lakes. Unlike many conventional pollutants, the introduction of invasive species often has irreversible consequences. The federal government had failed throughout the years to propose effective solutions to deal with ballast water discharges, and this ruling provided the grounds to begin that much needed process.

While the focus of the litigation was on commercial vessels discharging ballast water that contain invasive species, the court’s ruling applied to millions of recreational boats as well. The court decision basically required the EPA to develop a permit system that regulates discharge for all boats, even recreational boats that do not carry ballast water.

As a result of the court ruling, the EPA proposed two vessel discharge permits under the NPDES program. Together, they would regulate all discharges from all vessels, including everything from engine cooling water to deck runoff, from gray water to ballast water. In response to this proposed permit, Congress introduced, and eventually passed, the Clean Boating Act, which states that a permit is not required for discharges incidental to the normal operation of recreational vessels.

The significance of this bill goes far beyond the actual language of the law. On the surface, this is a huge win as recreational boaters will be spared the confusion and headaches—as well as the potential expenses—that would have come along with the EPA’s proposed permit. More importantly though, enactment of this legislation is an indication that recreational boaters finally have been recognized as a key stakeholder in the lakes and that boaters can have a significant role to play in the management of our water resources.

There are approximately 18 million recreational boaters in the United States; 4.3 million of those registered boaters are in the Great Lakes. Given the large number of boaters in the Great Lakes and the importance of the recreational boating community to the economic vitality of the region, boaters should have been recognized as a key stakeholder long ago. However, the community has failed to capitalize on its numbers and potential voice, and has subsequently been largely ignored. Hopefully, this will now change.

The momentum from this substantial victory can continue and even be built upon. In particular, boaters and anglers who are dependent upon the health and abundance of our natural resources should be on the forefront advocating for protections. For us in the Great Lakes region, this means utilizing this collective voice to join in the efforts to restore and protect our magnificent waters.

Recently, there have been many successful Great Lakes initiatives that are building toward Great Lakes restoration. However, the ultimate goal of achieving large-scale comprehensive restoration has not been met. Congress now has the opportunity to increase its effort by committing to restoring the Great Lakes for the benefit of the entire nation. Recreational boaters, who have the most to gain (and the most to lose) in regards to Great Lakes restoration and protection, should learn a valuable lesson from passage of the Clean Boating Act: we can work together through a collective voice to be a powerful force that can be used to protect the very lifeblood of our boating experiences.

However, in order for the recreational boating community to maintain recognition as a key stakeholder and have an effective voice, boaters must prove they were worthy of the exemption provided by the Clean Boating Act. It is incumbent upon us to show everyone we deserved it by voluntarily taking additional actions to be good stewards of our water resources.

While the intention of the lawsuit that led to passage of the Clean Boating Act was to target ballast water discharges, it does not mean that recreational boaters do not play a part in the spread of invasive species. Recreational vessels can play a critical role in the spread of invasive species in freshwater systems through organisms inadvertently retained in live wells, bait wells, bilge pumps, motors and on boat hulls, trailers and equipment. Routine boating practices have spread invasive species over a broad geographic range before the invader is even recognized and acknowledged as a problem. While the focus of regulatory action should be on ballast water discharges, boaters who use and rely on the waters should take every precaution possible to prevent further exacerbation of the problem. Therefore, we must voluntarily adopt guidelines and take extra steps to ensure that our precious waterways are not overrun by aquatic nuisance species.

Recreational boaters can help to control the spread of invasive species by taking simple actions every time their boats are removed from the water.

• Remove visible mud, plants, fish or animals from your boat, trailer or other equipment (anchor, centerboards, props, etc.) before leaving the water body.
• Drain all water from live wells, bilges, motor, transom and other containers before leaving launch area.
• Do not release live bait or aquarium pets into any waters.
• Wash your boat, trailer and equipment thoroughly with hot tap water (104 degrees or higher) to remove plants and organisms.
• Allow your boat to dry for a minimum of five days in a sunny location before transferring into a new body of water.

While there is certainly reason for recreational boaters to celebrate, the Clean Boating Act is not necessarily the end of this issue. Although recreational vessels are currently exempt from the NPDES program, the EPA is required to take action which could lead to regulation in the future. The Clean Boating Act requires that the EPA determine if there are management practices that could be utilized by recreational vessels to mitigate adverse impacts associated with discharges. If boaters fail to acknowledge the potential negative impacts recreational boating can impose on our waters, we could destroy the very thing that sustains our enjoyment.

If we voluntarily adopt best management practices in an effort to protect our waterways and fisheries, there will be no need for future regulation of recreational boaters. It should be the people who are out there enjoying the region’s waters who appreciate the need to protect them to continue their family tradition.

We now need to prove to Congress and the country that we deserve the exemption provided by the Clean Boating Act. We can do this by being good stewards of our precious water resources and making the small, extra effort to ensure the health of our waters and our boating legacy are preserved for generations to come.

The World Beneath

By Joan Forsberg
Photos by Cris Kohl

An amazing amount of material history lies on the floor of Lake Michigan just off Chicago, and a group of dedicated volunteer, professional and amateur archaeologists, historians and photographers is doing everything possible to inform the world about what these items can teach us. The mission of the Underwater Archaeological Society of Chicago (UASC) is the study and preservation of the shipwrecks and other submerged cultural resources in the local waters.

At best, the mention of “Chicago shipwrecks” stirs vague recollections regarding the 1915 Eastland disaster, in which more than 800 people died in the Chicago River when that crowded excursion steamer tipped over onto its side in shallow water just a few feet offshore. It remains the worst (and most senseless) disaster in Chicago’s history, as well as the worst Great Lakes maritime disaster ever. However, that ship was recovered, repaired and returned to service, and nothing original remains at the site of this tragic shipwreck.

Because massive maritime activities occurred in Chicago during the city’s first 100 years, many vessels met unfortunate fates. The bustling harbor hosted 70 or more vessel arrivals and departures a day. Today, the sites of dozens of shipwrecks from that early era are known, albeit hidden from view beneath Lake Michigan’s waves.

The steamship Louisville is one of the oldest shipwrecks off Chicago. Built in Buffalo, New York, in 1853, this 137-foot-long wooden vessel burned and sank with the loss of one life on September 29, 1857. Its remains—notably a steam engine still sitting atop eight spindly, steel legs towering 15 feet above the bottom of the lake; an unusually shaped boiler; a four-bladed propeller; and a large mound of anchor chain at the bow—lie in 58 feet of water. In the early 1990s, members of the Underwater Archaeological Society of Chicago made an extensive survey of this shipwreck, producing a detailed line drawing of this site which became part of a series of plastic slates that scuba divers could take with them while exploring Chicago’s shipwrecks.

The 142-foot-long schooner Wings of the Wind sank with a coal cargo, though no lives were lost, after colliding with another sailing ship on May 12, 1866. The subsequent salvage of the cargo destroyed the vessel’s stern area, but the bow half remains in very good condition. Originally constructed in Buffalo in 1855, the Wings of the Wind shipwreck was surveyed, complete with a site map, by the Underwater Archaeological Society of Chicago in 1991.

One of the area’s most popular shipwreck scuba dive sites, the incredibly preserved schooner named the Wells Burt, lies in only 40 feet of water five miles northeast of Chicago. Built in Detroit in 1873, this huge, 201-foot-long, three-masted sailing ship sank in a violent storm on May 20, 1883, with the tragic loss of all 11 people onboard. The anchors, masts and most of the coal cargo were salvaged by hardhat divers not long after the sinking. Despite their removal, much of historic interest remains at this site, including the enormous wooden hull that sits embedded several feet into the clay bottom. Onboard are two capstans, a huge windlass with much anchor chain still in place, a pump, several open hatches and many large, oak deadeyes, which were used as part of the running rigging to tighten the position of the masts, lining the rails. The Underwater Archaeological Society of Chicago did a detailed survey and report of this shipwreck site in 1990. When rogue divers stole 10 of the unique and irreplaceable deadeyes in 1991, members of UASC chained the remaining deadeyes together in an attempt to deter their theft. To this day, those deadeyes, and their chains, remain on the shipwreck, while a $2,000 reward is still offered for the arrest and conviction of the person or persons who took the missing deadeyes.

A more recent shipwreck is that of the wooden steamer Rotarian, which was scuttled off Chicago in 1931 due to old age. Built in 1889 in Sandusky, Ohio, as a 147-foot-long passenger excursion ship, this vessel spent its final years tied up at a dock along the Chicago River, where it was used as a dance hall and a speakeasy that the mobster Al Capone purportedly frequented. Old Prohibition beer bottles can still be seen between the Rotarian’s wooden frames as it lies about eight miles off Chicago in 83 feet of water. The UASC is working on a survey and history of this significant shipwreck.

These are but a few of the more than 200 ships that sank off the coast of Chicago since the early 1800s, only about three dozen of which have been located to date. We are now in a “golden age” of modern shipwreck discovery and exploration here in the Great Lakes. The number of wrecks still awaiting discovery would surprise the many people who are totally unaware of the massive maritime history contained in these inland seas.

Meanwhile, the UASC is moving forward in its work of publicizing Chicago’s maritime history. Members are currently hard at work on the photography, videography, artwork and historical research that is needed to complete the survey of the railroad car ferry Barge No. 2, which was lost on September 29, 1906, and Material Service, a unique motorized barge that sank off the Calumet River with the tragic loss of 15 lives on July 29, 1936.

Not all of the UASC’s focus is on existing shipwreck sites. By purposely sinking the Holly Barge in 2000 and the 196-foot-long steel ferry The Straits of Mackinac in 2003, the UASC created two new “shipwreck” dive sites and fish habitats off Chicago. These new sites have removed the dangers of diver over-visitation of the “natural” fragile shipwrecks in the area. In fact, The Straits of Mackinac has become the most frequently visited shipwreck not only off Chicago, but in all of Lake Michigan.

UASC members are presently assisting the “Buccaneer Project” in its endeavors to create another scuba attraction off Chicago. The Buccaneer, a Chicago passenger excursion ship from 1961 until 2002, was originally launched as The Dexter in 1925 at Bay City, Michigan, as a Coast Guard ship used to chase rumrunners during Prohibition. Its illustrious history includes sinking a Canadian rumrunning schooner in international waters in 1929 (an event that led to years of litigation) and helping chase down U-boats along the Atlantic coast during World War II. The hope is to turn this historic vessel into an underwater attraction off Chicago rather than have it disappear entirely by being scrapped for its steel hull.

Because Chicago, the largest city on the Great Lakes, owes its existence to ships and sailors, it is a glaring oversight that it has no maritime museum to share this significant part of its history with residents and visitors alike. Other cities on the Great Lakes, such as Detroit, and much smaller places, like Manitowoc and Sturgeon Bay in Wisconsin and South Haven and Whitefish Point in Michigan, all have proudly produced enticing maritime museums displaying their community’s involvement in the Great Lakes. The continuing work of organizations such as the Underwater Archaeological Society of Chicago and the Chicago Maritime Society, to name only two, are part of the effort to correct this oversight in Chicago.

uaschicago.org // (630) 293-4020


Joan Forsberg, author and Great Lakes maritime historian, is president of the Underwater Archaeological Society of Chicago. Her husband, Cris Kohl, author and prize-winning shipwreck photographer, is a past president of the UASC.

Irresistible Istanbul

By Ned Dikmen and Karen Malonis

It has been known by a number of names. It has been called Byzantium, New Rome, Constantinople and Stamboul, depending upon who ruled it. Then, in 1930, it was given its newest name.

Today, Istanbul is a modern city with a long and varied history that ranges across continents and civilizations, that spans cultures and religions, that joins East and West. And with its population of more than 11 million people and its access to beautiful waterways all around it, Istanbul is becoming something brand new: a world-class yachting destination.

The Bosphorus Strait, a narrow strip of water that separates Europe and Asia, divides Istanbul, thus making it the Asian city nearest Europe and the European city closest to Asia. To the north, it reaches the Black Sea and the numerous bays and sheltered harbors that dot its coastline. To the south lies the Sea of Marmara.

A stay in Istanbul should include a tour of the Bosphorus by boat. Its shores are a combination of the past and present, of manmade and natural beauty. Modern hotels stand next to simple, wooden houses, marble palaces are situated alongside ancient stone citadels and trendy districts neighbor small fishing villages. During the journey, the boat passes beneath the Bosphorus Bridge, which is one of the world’s largest suspension bridges and which joins the European and Asian sides of the city.

Those who arrive in Istanbul by boat can sail along the Bosphorus themselves. Or if you don’t come with your vessel but still want to get out on the water, you can take a ferry cruise on the Bosphorus all the way up to Sariyer, which sits close to the end of the Bosphorus near the Black Sea.

Another point of interest is the famous Maiden Tower of Istanbul, which is located in the middle of the sea near the entrance of the Bosphorus. Legend has it that one day a king had a daughter. The king’s seers prophesized that she would die on her eighteenth birthday. To avoid this unfortunate fate, the king ordered his architects to build this tower in the middle of the sea and placed his daughter in it in order to protect her from all evil. On her eighteenth birthday, however, the princess received a box full of grapes from her father. Unknown to the king and his daughter, there was also a snake hidden in the box. It bit the princess and killed her. Ever since, this tower has been called the Maiden Tower.

The tower has recently been renovated, and visitors can take a boat ride to the small island of the tower, where a restaurant is also located.

The Golden Horn, named after the color of the setting sun reflecting off its water, is a horn-shaped natural harbor that divides European Istanbul. The Byzantine and Ottoman navies and commercial shipping centers were based here. Now, parks and walkways line its shores. Midway up the Golden Horn is a neighborhood with entire streets of old wooden houses and churches dating from Byzantine times.

Boaters also can voyage to the Princess Islands, an archipelago of nine islands in the Sea of Marmara. The name of the islands comes from the Byzantine period, when princes and empresses were exiled here. During the Ottoman period, especially around the 19th century, when steamboats were in use, these islands became popular resorts for Istanbul’s elite. Jewish, Greek and Armenian communities then made up a large part of the population of the islands. Today, the islands are popular tourist destinations during the summer.

You can either sail to the islands with your own boat and anchor behind one of the islands where you can enjoy the beautiful weather and the sea, or you can take a ship to get to the islands. These islands are free of motor vehicles, so taking a horse drawn carriage tour is a good way to view the surroundings.

After navigating the Bosphorus, the Golden Horn or the Princess Islands, boaters can return to one of the large marinas in the area.

There are two main private marinas in Istanbul. On the European side, there is the Atakoy Marina, which can harbor up to 700 boats, including yachts and sailboats.

The second private marina, Kalamis Marina, is located on the Asian side and has a capacity of 1,069 boats. Located about 17 miles from Ataturk Airport, it offers cleaning services, parking, telephone, security, internet access, car rental, banking, market, laundry and health and beauty services. There are also four restaurants on the site. Also on the Asian side is Fenerbahçe Marina. Both of these Asian-side marinas offer 24-hour service.

On a trip to Istanbul, tourists will have their days and nights filled with places of interest to visit. A good place to start is in Sirkeci, which is very close to the historic downtown area of Istanbul and is the point of departure for the Bosphorus ferries. This area is called Sultanahmet and includes many of Istanbul’s important historic sites.

The Blue Mosque, the famous Hagia Sophia, the ancient Byzantine Hippodrome, the Sunken Palace Cistern, as well as the famous German Fountain—all are located just steps from each other.

Blue Mosque

Formally known as the Mosque of Sultan Ahmet, the Blue Mosque has the largest courtyard of any Ottoman mosque and is the only mosque in the world with six minarets. A blend of proportion and elegance, there are tens of thousands of interior blue tiles that give the building its unofficial name. Completed in 1616, the mosque is located just opposite the Church of Hagia Sophia. The Blue Mosque is a working mosque, so non-worshipping tourists are not permitted to enter during prayer times, which occur five times daily for 30 minutes each. The building is nearly a square and is covered with a dome 77 feet in diameter and almost 142 feet high. The mosque has 260 windows which let the sunlight radiate into the building.

Hagia Sofia

Hagia Sophia Church is a masterpiece of Byzantine architecture. It played an important role in the Byzantine Empire, as well as in the Ottoman Empire as a mosque. The church was initially completed in 360 A.D. during the reign of Constantinus. The church was burned in 404, and rebuilt by emperor Theodosius in 405. This church was also destroyed in a fire. The last church was completed in 537 by Emperor Justinian I and was the site of all coronation and major baptism ceremonies. When Turks conquered Istanbul in 1453, Mehmed “the Conqueror” ordered the conversion of the church into a mosque. Four minarets were added in different periods and the mosaics on the walls were covered with plaster because they were forbidden in Islam. Oddly, this actually helped preserve the mosaics and frescoes. Hagia Sophia served as a mosque until Mustafa Kemal Ataturk ordered the conversion of the mosque into a museum. He believed that it was a world heritage and people should come and see it. Beginning in 1929, the plaster was removed; and in the 1940s, it was reopened as a museum.

Basilica Cistern

Basilica Cistern is a Byzantine structure with 336 columns and a high, vaulted ceiling that was primarily used to store water for the Great Palace and surrounding buildings. During the Ottoman period, the water was used for Topkapi Palace and its gardens. Of special interest are two columns that are supported by upside-down Medusa heads and a column near the center that features a teardrop design.

Grand Bazaar & Egyptian Spice Bazaar

Kapali Çarsi (Grand Bazaar) is the ultimate medieval shopping center with 4,400 shops. Here you can buy jewelry, rugs, kilims, souvenirs, leather, antique items and much more. It’s a huge, complex and totally frenetic shopping experience. Shoppers should be prepared to haggle. It is impossible to talk about Istanbul without mentioning another famous market located near the ferry docks. The Egyptian Spice Bazaar is a colorful market where you can buy all sorts of Turkish delights and various spices at reasonable prices.


Topkapi Palace

Topkapi Palace was the administrative center of the Ottoman Empire from 1465 to 1853 and was also the historical home of the sultans and their famous harems.

Completed in 1465, the palace is located on the Seraglio Point between the Golden Horn and the Sea of Marmara. It consists of many smaller buildings built together and surrounded by four courts. Tourists can view the harem quarters, kitchens, mint and rooms of the concubines, the sultan, the sultan’s mother and the Audience Chamber where resolutions were presented to the sultan for ratification. The palace also has a large collection of porcelain, jewelry, robes, weapons, shields, Ottoman miniatures and calligraphic manuscripts.

While on the palace grounds, do not forget the Istanbul Archeology Museum. It was established in 1891. You should, however, carefully plan your trip to this area, since it takes at least half a day to tour the Topkapi Palace alone. Established in 1891, it houses works of art belonging to various civilizations from the Balkans, Africa, Anatolia, Afghanistan, Mesopotamia and the Arab Peninsula.

After a day of sightseeing, spend an evening on Taksim Square, a paved thoroughfare that is the center of action for throngs of locals who are out and about. A red streetcar, the only vehicle allowed on the square besides police and government cars, passes through the area. Here one can find several exclusive boutiques, brand-name clothing stores, music stores, bookstores, theaters, continental restaurants, bars, bakeries and street vendors selling roasted ears of corn and chestnuts. Street performers play music for passersby. Head down one of the narrow side streets to find bohemian-style cafes and bars.

Or you could just skip all this and quickly “visit” all the important tourist attractions in Turkey at once. Located near the Golden Horn, the MiniaTurk is an open-air park that contains 105 models done at 1/25 scale. Forty-five of the structures are from Istanbul, 45 are from Anatolia and 15 are from the Ottoman territories that today lie outside of Turkey.

Ancient and modern, foreign and friendly, Istanbul is a feast for the senses. Indeed there’s so much to see, it’s hard to do it all in one trip. Don’t worry, though: Istanbul will undoubtedly call you back to discover more of its timeless—and nearly limitless—treasures.

Bayliner - Where Fun Lives

Bayliner.com
By Thomas Ludens

When Orin Edson bought the Bayliner name in 1961, it cost him 100 dollars. Forty-seven years later, the company is the best-selling fiberglass runabout brand around—and has been for the past eight years in a row. Not a bad investment.

Today, Bayliner builds a variety of boats, from bowriders to cuddies to deckboats to cruisers, in sizes that range from 16 to 35 feet. Though the company now falls under the big Brunswick umbrella, the boats they build haven’t lost any of the craftsmanship and attention to detail that Edson made a hallmark of the Bayliner name so many years ago. Through the Bayliner Smooth Ride System, complex curved hulls are performance-matched by in-house naval architects to the Mercury engines. Computer-aided design enables an exceptional level of precision and a high-quality fit and finish for every boat.

The tools and technology may have changed, but the bottom line hasn’t: Bayliner boats still offer outstanding quality and tons of storage in one easy-to-own, affordable package. The 2009 line-up meets—and then exceeds—the high expectations of Bayliner’s hard-won tradition. The five boats featured here range in size and style, but they don’t waver on quality, affordability or, perhaps most importantly, fun.

For 2009, Bayliner is launching a new design phenomenon: the 245 Sunbridge, a supermodel of the trailerable, single-engine cruiser set. Not only did Bayliner’s designers and engineers create a sheer look with flowing deck lines and a spacious single-level cockpit, they also created a more functional cabin with ample headroom and natural light thanks to frameless, bonded-in side windows. And the best part is the new 245 is affordable and trailerable.

This popular cruiser has been redesigned from the waterline up with a larger swim platform that leads to an enormous single-level cockpit. This allows for better traffic flow and configurable seating to suit every purpose from sunbathing to dining. The generous U-shaped seating area provides plenty of leg and elbowroom. When the adjustable back on the double helm seat is folded forward and the standard removable cockpit table is installed, up to six adults have the perfect place to enjoy lunch or dinner. Afterward, position the optional filler cushion in place and the entire area becomes a haven for sun worshippers. At day’s end, just pack the cushions and table back into their dedicated storage niche in the transom seat and head for home.

At the helm, a new dash design puts the focus on electronics and navigation by allowing room for a large-screen display. The straightforward instrumentation layout, side-mounted controls and well-placed switches mean the captain has easy access to all the essentials as well as a great view. The 245 is engineered for optimum performance on the standard 5.7-liter, 250-hp MerCruiser Bravo III engine, or owners can power up to the optional 300 hp 350 MAG MPI Bravo III for an even more muscular ride.

The 245’s cabin is as impressive as the cockpit. When the locking fiberglass door with molded-in access steps slides open, two things immediately stand out: the six-feet-two-inches of headroom and the natural light streaming in from the large side deck windows and three overhead hatches.

The interior has had a makeover of its own with gorgeous new fabrics and more storage space. The dinette table provides plenty of room for eating or playing a friendly game of cards by day and converts to a comfortable sleeping space for two by night.

The large full-service galley offers all the features available on more expensive cruisers including a single-burner electric stove, refrigerator and microwave—but Bayliner’s designers added in a cool extra, a flip-up counter extension. The cabin also features a stand-up head and shower with just as much headroom as the cabin.

So for an entry-level sports cruiser that’s striking on the outside, comfortable on the inside and affordable all the way around, the new 245 Sunbridge is looking better than ever.

With its new 300 and 320 models, Bayliner offers a pair of smart cruisers that will let you break free on the water without breaking the bank.

The all-new 300 is Bayliner’s most affordable twin engine cruiser. Loaded with features, including an available rotating helm seat and a no-hassle lifting engine cover, the 300 is perfect for longer-range cruising. Compact and efficient, it features sleeping accommodations for six. The private aft cabin has stand-up room for changing, and there is more than six-feet-two-inches of headroom throughout the cabin.

A bit longer and wider than the 300, the 320 is a powerful, comfortable cruiser that gives boaters what few boats of this size and value can offer: complete versatility. Whether you are looking for a standard fixed berth for long-distance voyages or an open lounge configuration for social day cruises, this vessel lets you have fun on your own terms by allowing you to choose from multiple layouts.

The private aft berth in the cabin can be complemented with massive convertible wraparound seating for entertaining, or a fixed forward berth option if nights aboard for a second couple are a priority. Whichever option you choose, Bayliner’s emphasis below deck is on comfort. The unique side deck windows fill the space with light and atmosphere, imbuing the cabin with an airy feel. New to 2009, the satellite-ready stereo system can be paired with a TV/DVD package that includes a 15-inch flat screen LCD.

The functional galley comes equipped with a stainless steel sink and solid surface countertops. Owners can choose teak or holly flooring, a nice touch that gives this space some extra warmth. There’s a shower in the head and a port light that lets the space breathe.

Above, the expansive cockpit is easy to navigate with an open floorplan that can be personalized with either a divided-lounge or open-lounge layout. Equipped with a rotating helm seat, there’s also an optional port lounge bolster that provides seating options, including an aft L-shaped lounger that converts to a sunlounger. The table is removable, and there are filler cushions for added flexibility. The cockpit entertainment center is a great convenience on this size cruiser. Rather than having to descend to the galley, you can stay on deck to prepare drinks and snacks.

Both of these cruisers have twin fuel-injected Mercruiser Bravo III engines to ensure that you can take the fun wherever you want to go. The average cruising speed with the 300’s 220-hp engine is 31.6 mph, and it features a 151-mile range. The 320 rides on 220 horses, cruises at 29.5 mph and has a bit longer range of 191 miles.

This power and performance gives a kick to the comfort that is everywhere onboard these two cruisers.

When you already build the nation’s most popular bowriders, the constant challenge is to keep improving
them. To do that, Bayliner went straight to the best idea bank available: their customers.

Bayliner’s designers and engineers spent a lot of time talking to owners to find out what they’d like to see in their next runabout. The new 185 Bowrider reflects those insights with its big cockpit and innovative storage plan—and there are plenty of options that allow boaters to tailor this flexible bowrider to suit their seating preferences and favorite activities.

With Bayliner’s beam-forward design, the widest point of the beam is pushed forward to create more usable storage and cockpit space, so there’s room for up to eight people and their gear. The new 185 features standard family seating with two removable aft jump seats for easy access to the transom, a portside back-to-back sleeper seat that converts easily into a sun lounger and a new, super comfortable 180-degree swivel bucket helm seat with two-position bolster and easy slide adjustment. The bucket helm seat can also be exchanged for an optional sleeper seat.

For those who prefer a more sports-oriented cockpit design, the sport seating option provides two swivel bucket seats and a huge aft bench and sun lounger. It’s the ideal layout for spectators and water sports fanatics alike with easy access to, and interaction with, the transom.

In the cockpit, there’s a key difference that sets the 185 apart in its class. Thanks to new recessed engine vents, everyone can enjoy a quieter ride, unless of course the gang chooses to crank up the standard waterproof stereo with directional speakers and iPod storage niche.

The 2009 185 Bowrider also received a redesigned dash with great ergonomics, excellent visibility and race-car inspired styling—which coordinates nicely with the awesome new graphics available in three color choices.

What’s truly remarkable about the new 185 Bowrider is that it’s easy to operate, easy to own and even easier to enjoy. It comes with its own painted single-axle trailer.

It features marine-grade, stain-resistant carpeting and durable, KidClean protected vinyl upholstery, so
maintenance is simple. A deep cockpit, easy-to-reach handrails, grip-textured surfaces and a wraparound windshield system make the new 185 the safe choice for family boating. And with some of the best warranties in the industry, it’s a safe investment in nonstop fun, too.

When you first take a look at Bayliner’s 197 Deck Boat, you’ll note its functionality. But when you turn it on and take it out on the water, you’ll be shocked by how cagey, quick and powerful this boat can be.

This isn’t a well-behaved little skiff meant for puttering around the lake. It’s a fast-paced, high-performing vessel crammed into an admittedly small package. And that’s with the standard, 135-hp, 3.0-liter Mercruiser Alpha I engine. When you add the optional 4.3-liter 190- or even 220-hp engines, the 197 really gets going. It cruises in mid-30-mph range, and can get peak performance in the upper 40s. That’s not bad for a boat that’s not even 19 feet long.

Before you go disparaging the 197’s size, though, consider what Bayliner’s done with it. The thoughtful layout includes an innovative seating layout that allows for up to an impressive 10 passengers. Bench seats wrap around almost the entire cockpit and the helm is set back in the starboard corner, leaving an open center for comfortable riding and relaxing.

Anglers will appreciate the Fish Pack Option, which adds a casting platform with a seat and a fish finder at the bow, a livewell at the helm and a rod storage rack starboard.

Taking advantage of the boat’s speed, handling and deck space, Bayliner has equipped the 197 with everything you need for water-sport excitement. The transom design features an aft sun lounge, hold-downs for inflatables, an ample swim platform, a stainless steel ladder and “fun zone” storage lockers for all your gear.

And you can up the ante with the Flight Series Option, which equips the boat with a Sunbrella aft bimini canvas top, gives you a color choice (black, blue or red), upgrades the steering wheel, extends the swim platform and adds a wakeboard tower, among other perks.

Though it is packed with features, the compact design of the 197 offers a number of advantages. Its shallow draft makes it great for getting in close to shore. Its length, which is just less than 19 feet, means that it’s easily trailerable and convenient to store.

Functional, fast, fun: what’s not to like about the 197 Deck Boat? Like the rest of Bayliner’s 2009 lineup, this boat doesn’t just give you what you need—it gives you what you want, and more, at an affordable price.

Fox Lake Harbor:
Fox Lake Harbor has been a full service marina since 1952. With its full parts, accessory and service departments, Fox Lake Harbor both sells and maintains boats. Located outside Chicago, it is the place for boaters on the western Great Lakes to find a Bayliner.
Fox Lake, Illinois // foxlakeharbor.com // (888) 499-1957

Islander Boat Center:
Since it opened in 1992, Islander Boat Center has experienced record-breaking growth to become one of America’s ten biggest Bayliner dealers. With its two locations on Long Island, Islander serves all New York-area Bayliner boaters.
Port Jefferson & Lindenhurst, New York // islanderboats.com // (631) 957-5500

Lynnhaven Marine:
Lynnhaven Marine has two locations in Virginia Beach, a boating Mecca on the Chesapeake. Committed to selling, servicing and storing family pleasure boats with maximum customer satisfaction, Lynnhaven carries a broad, up-to-date range of Bayliner boats.
Virginia Beach, Virginia // lynnhavenmarine.com // (757) 481-0700

Riverside Marine:
Since 1991, Riverside has been the largest dealer on the East Coast for Bayliner, and Bayliner’s third largest dealer in the world. With four dealerships across the Eastern Shore, it’s a haven for Bayliner boaters on the Chesapeake Bay and across the Mid-Atlantic.
White Marsh, Salisbury, Annapolis & Essex, Maryland // riversideboats.com // (800) 998-8444

Hully Gully:
Hully Gully’s Ultimate Toy Store is one of Canada’s largest Bayliner dealers. Rated one of the top 100 dealers in North America by Dealernews, Hully Gully is conveniently located near Detroit and Windsor.
London, Ontario // hullygully.com // (888) 253-2320