PDQ36250TODAYPDQ Yachts was founded in 1987, when the present malaise of the Canadian pleasure boat building industry was gaining momentum. Nonetheless, the optimistic PDQ team were determined to bring into production a "modern, commodious, performance catamaran of impeccable quality." All principles are keen sailors and multi-hull enthusiasts. They include president and director Harvey Griggs, an engineer with a doctorate degree from Massachusetts Institute of Technology; Alan Slater, a manufacturing consultant who has been designing one-of catamarans for 20 years; and vice-president Simon Slater, with ten years prior experience in the marine industry. They are backed by a board of directors with experience in law, finance, accounting, technology, manufacturing and marketing.

A prototype for the PDQ (Pretty Damn Quick) 34(as the initial model was called) was built at their quarters on the site of the defunct Whitby Boat Works, and used as a plug to make the molds for the production run. The first boat pulled from the molds was launched mid-summer, 1989. The cat was displayed in the Toronto area, then sailed to the Annapolis Boat Show, and was sold there.

There has been a steady flow of orders, with the seventh finished PDQ about to leave the shed when I visited the premises in September, 1990. Lynx, the demonstrator cat, was being prepared to sail to the 1990 Annapolis Boat Show (where she was sold, and orders taken for two more).

The PDQ is a big boat for her length. Her overall beam is more than half of her overall length, a modern departure from older catamaran designs which generally had less than half beam-to-length ratio. The topsides are high, making for a big step up from the dock to the deck. Each bull has accommodations under a raised coachroof, with another level of coachroof over the bridge deck cabin spanning the area between the hulls. The 'three story high' effect may offend traditional monohullers, but it is nicely styled, and decorated with dark tinted port lights and stripes.

From deck level you step around the in-hull cabin coachroof to enter the large (nine-foot by seven-foot) cockpit. The mainsail boom is above head-bashing height when standing in the footwell. There is room to walk around, with the two speed, self-tailing sheet winches easily at hand but not in the way.

The helm station, at the forward starboard corner of the cockpit, has a comfortable pedestal seat. Knot/log, depth and wind instruments are mounted in the bulkhead in front of the vertical wheel. The twin engine controls are mounted vertically on the bulkhead at the left hand side of the station.

I went for a sail with Simon Slater and Sarnia's Paul Milne, owner of the then-incomplete #7. The twin Yamaha 9.9-hp four-stroke outboards, mounted under the cockpit seats, could hardly be heard as we motored away from the floating dock at Whitby Marina. Once clear of the channel we made sail on an offshore wind - according to the instruments - of 14 to 16 knots, gusting over 20 knots.

We began the sail conservatively, pothering along with a single reef in the main and about two-thirds of the 135 percent genoa rolled out from the optional Harken roller-furling gear. Paralleling the shore in the flat water, we reached at five to six knots. The deck was heeled to about 5 degrees. The boat felt rock solid: a full cup of coffee at the helm station would hardly have the ripples in it.

I took over the helm, and found the directional stability was such that I only occasionally touched the wheel to make small corrections. When I became accustomed to the boat we rolled out the remainder of the genoa and bore away dead downwind, wing and wing, to get a few miles offshore where we could feel the wave action.

All control lines - the roller-furling line, mainsail halyard and reefing lines - are lead aft, with Spinlock clutches to control the lines and one winch to ease the work. The system works well. Everything is neatly at hand when standing at the forward end of the cockpit, with no difficult stretching required.

As we ran downwind the boat remained bolt upright, with no tendency to roll or to broach. The 40-ft tall rig is mounted on the coachroof, the uppermost level of which is close under the boom. There is no space for a permanently mounted boom vang. As the boom sawed up and down, trying to, and eventually succeeding at, making a goosewing gybe, I noted the need for a vang/preventer tackle to control the sail when well off the wind. A nine-foot-long track for the mainsheet car runs across the aft end of the cockpit and easily controls sail shape when the wind is on or forward of the beam.

We gybed over as I went to a reaching course parallel to the waves. First the windward hull was lifted by a wave, then dropped as the wave passed under the bridge deck, to lift the lee hull and drop it, just as the next short, steep wave lifted the windward hull. It is a sharp, jerking motion, the most uncomfortable point of sail on a multihull. The motion on the PDQ was better than some, and no worse than other multihulls I have sailed on.

Close-hauled, the PDQ sailed at an apparent wind angle of 35 to 40 degrees. The molded fibreglass, low aspect-ratio keels prevented noticeable leeway. She tacked positively, with no hesitation through the eye of the wind. I surrendered the helm to go below to feel the motion there. The interior accommodation is entered through an offset, bi-fold, smoked acrylic door. I dislike these arrangements, as they offer little security from potential break-ins, and they usually leak water from rain storms when the bow of the boat is not pointed into the wind.

Entering the bridgedeck cabin from the cockpit, there is a raised lip to step over. Then one places one's foot into a channel six inches lower than the cockpit sole, so arranged to give standing headroom when going to the large dinette - directly ahead - or when moving into either of the hulls.

Close-hauled with the apparent wind in the 20-knot range, I stood at the galley counter in the port (then windward) hull and found there was little motion. The effect of the slight heel was not apparent, and the pitching was hardly noticeable. The centre of rotation (the point of least movement) of the boat seemed to be right in front of the galley sink. Items placed on the counter stayed where they were set down. On a monohull everything not tied down would have ended up in a heap in a leeward corner.

The galley, three steps down from the bridgedeck house to the cabin sole, is large and well laid out, with counters running along the inboard and outboard sides of the hull, each side being a one-piece molding. There is a large counter-level icebox which extends over the bridgedeck, a single sink, a two-burner stove and many small lockers.

At the forward end of each hull is a large sleeping cabin, each with a queen sized berth -enormous compared to most monohull V-berths - as well as hanging lockers, smaller lockers and two opening deck hatches for ventilation. Aft of the galley in the port hull lies a lounging cabin with a settee which converts to bunk beds.

The bright and airy head, sink and shower area is situated aft in the starboard hull. The size is generous, and the fibreglass molding makes it appear clean and inviting and easy to care for.

The nav station and electric system control panel lie mid-hull, over a chart table with a fold-out leaf that makes it large enough to plot on a full-sized chart from the settee opposite. I would locate the VHF and loran where they could be operated from the bridgedeck, dinette or the companionway, as I wouldn't want to dash down to that part of the boat, where visibility is severely restricted, to locate something on a chart or to speak on the radio.

After we beat back to the harbour entrance we started one engine and doused the sails. I was surprised at the directional stability of the boat. I would not have suspected that only one engine was propelling the boat from the straight track and ease of steering I experienced. One of the outboards will propel the boat at about five knots; both engines push her to about eight knots.

As I approached the dock we started the second engine for increased control. The foredeck seems huge when approaching a dock, and slow and easy are the watchwords. Windage is considerable, yet the boat gripped the water and I felt in full control.

I slightly misjudged my approach and had to kick the bow at the last minute with a burst of power on the standard engine - an easily judged manoeuvre that quickly corrected my error. As a minor criticism, I found the controls for the engines awkwardly placed. They are mounted vertically at the same level as the wheel, side by side, and the levers must be pushed up or down with the left hand.

The engine system works well, with the outboard engines mounted a significant distance forward from the transoms. They can be raised clear of the water with the use of a tackle arrangement for reduce drag under sail. There wasn't a hint of cavitation in the conditions I experienced. Because the engines are not mounted directly in front of the rudders, there is no steerage from the helm that would be provided by prop wash when the boat is nearly dead in the water. However, there is easy directional control through engaging or reversing individual engines. With a little practice on this docile cat the technique would be quickly learned.

I had noted in the brochure for the PDQ 34, the model I was sailing, "...that under favourable conditions you can sail at 10 to 15 knots." I also noted on the drawings that the transoms are shown clear of the water. The boat I sailed floated nearly three inches deeper in the water than shown in the drawings when at the dock with three people in the cockpit. We had also sailed at a maximum sustained speed of about eight knots, under what I would call favourable conditions.

"The original concept was for a lightweight racer/cruiser," said Slater. "Our customers want refrigeration systems, hot and cold pressure water systems, increased storage battery capacity, and other amenities. It all adds weight, which slows the boat."

In January, 1991, the company announced the updated version of the PDQ, renaming her the PDQ 36. The primary change is an additional 21 inches on the waterline with reverse-sheer transoms incorporating molded-in steps. The additional length will increase buoyancy aft - and carrying capacity - while preserving the narrow, three-foot-wide waterline beam of the symmetrical hulls.

All fibreglass moldings are smooth and nicely engineered. The fibreglass is a tri-axial knitted fabric, the resin is isophthalic acid based, with iso-based gelcoat for osmosis blister resistance. The hull, deck and underwing employ Klegecell foam core, vacuum-bagged for optimum resin penetration.

The hardware is first-class and well installed. Sizing is generous, with some of the fittings appearing massive for the boat. Marine plywood is used as backing pieces, and all bolted-on hardware can be accessed by removing the interior liner.

The interior finishing is improving, with fibreglass moldings replacing woodwork where appropriate to tidy up some earlier less-than professional production techniques. The boat they displayed at the 1991 Toronto International Boat Show had a much better interior finish than the boat I sailed on the previous September.

The model I sailed had lifelines along the side decks, but no pulpits or pushpit. These are optional railings I would not sail without. A few more handholds around the boat would be helpful. Although there is very little heeling, the boat does move, and it would be reassuring to have something to grab at in places like the cockpit's forward bulkhead near the sail controls, at the companionway, and near the door at the head.

The PDQ 36 is a strong, high-quality boat, one that will add credibility to the increasing acceptance of cruising multihulls. I am sure this cat will live up to her claimed speed under sail if she is not loaded beyond her designed displacement. And even if heavily loaded, her performance will still be equivalent to a fast monohull. But you will have much more interior accommodation than an equivalent-length mono, and she will sail flat!

Specifications

LOA            36 ft. 5 in.

LWL            34 ft. 4 in.

BOA            18 ft. 3in.

Beam            13 ft at center line of hulls

Draft            2 ft. 10 in.

Sail Area (Main)            300 sq. ft.

Dispacement            8,000 lb.

To see if this boat is available, go to http://www.boatcan.com for listings!

 

Related Articles

CY Virtual Video Boat Tours

Virtual Boat ToursWe all love boats and nothing can break us up! So, what better way to spend our time than looking at interesting boats and going aboard in a virtual ride or tour. We have asked our friends at various dealers and manufacturers to help us assemble a one-stop online resource to experience some of the most interesting boats on the market today. Where the CY Team has done a review, we connect you to that expert viewpoint. If you can’t go boating, you can almost experience the thrill via your screen. Not quite the same, but we hope you enjoy our fine tour collection.

 

Read more about the CY Virtual Boat Tours....................

 

 

 

Neptunus 750 Enclosed FlybridgeBy Andy Adams

In the February 2020 issue of Canadian Yachting magazine, we featured our review of the Neptunus 750 Flybridge, the company’s flagship yacht. The boat had been bought by a gentleman from Newfoundland and we reviewed it just before it was to be delivered.

We learned later that the boat did not leave immediately after delivery. The story is that the new owner reconsidered the beautiful big open flying bridge layout. 

Read More

Destinations

  • Prev
On Friday, April 2 at 7 pm ET on TVO and streaming anytime after that on tvo.org and the TVO ...
Salt Spring Island, the largest among the Gulf Islands, has a certain mystique—much of it having to ...
Located in Lake Huron, the internationally significant Manitoulin Island is the largest freshwater ...
In Part I, Sheryl Shard ended the story at June and the start of Hurricane Season when they were ...
You likely aren’t quite ready to travel yet, but we have our fingers crossed that we can all fly ...
Ontario’s best-kept secret, the Trent-Severn Waterway National Historic site holds the key to ...
Located on the sunny south shore of the harbour, the Marina is on pilings over the water, offering ...
The approach to the Chemainus Municipal Dock from Stuart Channel is straightforward and is ...
I leaned my head back into the water and floated easily. Having spent my childhood playing in ...
History: right after gym and just before chemistry class. Fifty minutes of naming the prime ...

View of Ganges HarbourText and Photos by Marianne Scott

Salt Spring Island, the largest among the Gulf Islands, has a certain mystique—much of it having to do with locally produced food. It started thousands of years ago when the Coast Salish First Nations used the Island as a summer camp, collecting wild foods while also processing the abundant sea food for winter sustenance.

In the 19th century, five main groups settled here and began farming: Northern Europeans—some of whom had abandoned gold rush dreams; Hawaiians brought here by Vancouver Island’s second governor, James Douglas...

Read More

Lifestyle

  • Prev
As a life-long marine journalist, it has often occurred to me, that it’s a big ...
Here’s a dramatic photo of the Week from Jansin Ozkur. “Walking along the lake Ontario, noticed the ...
At the end of summer 2020, amid all the restrictions, we were able to shoot our film, Generations ...
Last issue, Mike Wheatstone, our Boat Nerd started a conversation about solar power. While many of ...
Oak Bay Marina achieves eco-certification in Clean Marine BC, which helps boating facilities to ...
OK, stop the presses. This photo just came in from Beacon Bay. Clearly those folks know how to get ...
Back in the day, the publisher of a magazine would receive a bound copy of the year’s monthly ...
Boaters on BC’s West Coast have heard the story of the garbage pickers of the Marine debris removal ...
Skipper John “Drew” Plominski is hoping that lightning doesn’t strike twice. Plominski, whose boat ...
The Association provides a forum for exchanging information, tips and access an advocate on behalf ...

National Invasive Species Awareness WeekThis week, Feb. 22-26, is National Invasive Species Awareness Week and the American Boat and Yacht Council (ABYC) released an animated video to raise awareness about the threat Aquatic Invasive Species (AIS) pose to the boating industry and what manufacturers can do to limit the spread.

AIS can damage ecosystems and negatively impact fishing and the future of the boating lifestyle. Boat access to many aquatic resources has been limited due to AIS concerns and AIS infestation can result in serious damage to boats and their components. Invasive plant life can foul propellers,

Read More

A Freedom Boat Club StafferAs a life-long marine journalist, it has often occurred to me, that it’s a big leap to lay out the cash, (especially for those with no previous boating experience), to try it out. How does someone even know that they will like boating it if they haven’t tried it? 

Well, joining a boat club, or a yacht club that has boats available for members to use, can get you started without the big financial commitment and with the support of the club’s education and resources. Try before you buy.


Read More

DIY & How to

  • Prev
Insurance may not be exciting but it is important. Check at launch. We all know we need to spend ...
Before you launch: Inspect all around the hose clamps for rust and replace as necessary. Double ...
Slovenian manufacturer, Elan, has introduced the concept of regenerative electrical auxiliary power ...
There is nothing worse than your boat trailer breaking down while on the way to a great weekend. ...
When the boat is in the water, It’s easy to take for granted the parts of the boat that are under ...
The COVID-19 pandemic has created unexpected changes in our lives, impacting everything from ...
Boating boomed in 2020, with scads of first-time boat buyers chasing respite from the pandemic. Now ...
For anyone cruising on a boat that will be away from the dock for any appreciable time keeping the ...
Styles, shapes, pitch and diameter of props are widely discussed on online boating forums, YouTube ...
There’s nothing worse than wondering how much fuel you have on board. You’re left wondering how ...

So You Want to be a Better BoaterBy Amy Hogue

The COVID-19 pandemic has created unexpected changes in our lives, impacting everything from boating to vacations and these trends look to continue into the future.

In summer 2020, those trends were seen in the unprecedented numbers of boaters flocking to marinas and boat launches seeking a COVID-friendly vacation on the water. While the waterways were more crowded than ever before, the boaters you were likely to encounter weren’t necessarily in the know for boating etiquette, or marine know-how.

 

Read More

 

  

ask andrew bilge pumps 1 400By Andrew McDonald

One of the items that gets taken for granted during the spring prep work is the bilge pumping system; it’s one of those on-board features that many of us assume is in working order….until something goes wrong.

Water can get into your boat in a variety of ways: a leaking shaft-seal (stuffing box), ripped or torn bellows, a leaking through-hull, a leaking tank aboard, windows, hatches and deck fittings that aren’t sealed - the list goes on. The catch-22 when considering maintenance in the pre-season, is that you may not know where a leak may start or develop until the boat is in the water and only then do you find that water is getting inside.

Read More

 

  

Marine Products

  • Prev
The YETI Tundra 65 is their most versatile cooler, just as adept at keeping your catch cold as it ...
A good night’s sleep on the boat is a great pleasure indeed and custom bedding from SeaSwag ...
When bright white light is needed on board, a compact Sea Hawk-350 LED Light Bar from Hella marine ...
First time in many years I was lucky enough to test both the GMC Canyon and the Chevrolet Colorado ...
Unlike cars and homes, boats can be difficult spaces in which to create a quality listening ...
Premium Lithium Power Anywhere, Anytime. Expion360 produces advanced premium lithium batteries for ...
Yamaha Motor Canada has launched an upgraded 4.2-litre V MAX SHO® outboard, offering a full 40 ...
Holidays are perfect times for daydreaming and anyone who loves boating, will love ...
Bringing back a boat's showroom shine is fast and easy with the award-winning World's Best Dual ...

News

  • Prev
According to the Nova Scotia Tourism website, Theodore Tugboat began his travels in 1989, created ...
On Monday, March 29th, fire broke out in a group of power boats stored on the hard and still under ...
On April 1st, 2021, Wright’s Marina joined two other small, independent facilities: Hindson Marina ...
Our new feature is CYOB’s look at boats and food – two words that are almost synonyms! That’s a lot ...
This Maritime Radio ONLINE SELF-STUDY program is a completely integrated version of Canadian Power ...
Finding the right PFD can seem like a daunting task and extends beyond finding one that fits and ...
I start off my column by saying Wow!!  What a market! I have never seen such panic buying in ...
Yanmar Holdings has entered into a collaboration with design house “fragment design”, headed by ...
From January 25 - March 31, Parks Canada is asking the public to read its Draft Management ...
As the most innovative family-run boatyard in Europe, time and again Frauscher's premium ...

invasive species video 400AIS can damage ecosystems and negatively impact fishing and the future of the boating lifestyle. Boat access to many aquatic resources has been limited due to AIS concerns and AIS infestation can result in serious damage to boats and their components. Invasive plant life can foul propellers, jam impellors and cause bilge pump failure. Mussels can attach to boats and negatively affect performance, attach to engines causing component failure, and obstruct water lines causing system failure.

Read more....

 

 

fibreglass recycling part2 400 By Jay Weaver

Interest in finding alternative uses for used fiberglass can spark creativity and innovation. For example, a partnership involving the US, Ireland, and Northern Ireland Universities called Re-wind developed some interesting civil engineering project ideas for reusing and repurposing fiberglass blades. These include using decommissioned blades in civil engineering projects as part of powerline structures or towers, or roofs for emergency or affordable housing. In Northern Ireland, Re-wind is also considering piloting them for use in pedestrian bridges along greenways.

Read More about Fiberglass recycling....

 

 

Theodore TugboatAccording to the Nova Scotia Tourism website, Theodore Tugboat began his travels in 1989, created by Cochran Entertainment, with master model maker Fred Allen, as a children's television series inspired by the Halifax Waterfront and the stories Andrew Cochran would tell his son at bedtime. The CBC television program Theodore Tugboat ran from 1993 to 2001.

A working replica of Theodore, named "Theodore Too" was built in Dayspring, Nova Scotia. Designed by Fred Allen and Marius Lengkeek, the tug was launched on April 19, 2000 at the Snyder Shipyard. After a successful tour of several North America ports, it made its home in Halifax. 

Read More