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Welcome to the Com-Pac Idea

Com-Pac Yachts began business in 1974 with our first boat, the Com-Pac 16. The idea then was to build a seaworthy yacht with a strong commitment to value. (For the full story, see Hutchins Company Profile .) Since then we have expanded our line and today we have twelve models, six cat-rigged sailboats, five sloop rigged sailboats and one power launch. The Com-Pac line covers a wide range of sizes from a 14' day sailor to the Com-Pac 27/3 cruising yacht . Each model, regardless of size, is built with the same exacting attention to detail and that same commitment to value.

Our line of modern cat-rigged models (dubbed “A New Breed of Catboat”) offer the ultimate in trailer-sailing ease and rig set up. All come with the Mastendr™ quick-rig sailing system that allows for the boom, sail, and gaff to be left installed on the boat while the mast is folded or raised. The shrouds stay attached and the head stay disconnects with the flip of the pre-adjusted forestay self-locking lever. This system, unique to Com-Pac, adds an ease and convenience to trailer sailing that is really astounding. Your mast is up and you are ready to go in seconds, not minutes.

Our newest sloop-rigged models are the Eclipse SL , the Legacy , and the Legacy Sport daysailer. We consider these yachts “crossover” models. We have taken all of the convenience and features of our cat boat line and applied them to these new exciting sloops. Features include the Mastendr™ (Eclipse), Boomtendr™ (Legacy & Sport), keel centerboard hull configuration and low riding trailers for ease of launching and retrieval.

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The three traditionally rigged sloops ( 23/IV , 23 Pilothouse , and 27/3 ) have full masthead, eight stay rigs and fixed keels. As such they can be sailed in areas and conditions that lesser sloops would be wise to avoid. Many of our sloops have long cruises to their credit. Coastal cruising, Gulf of Mexico crossings, and long term Bahamas cruises are a few that are recorded. The 23/IV and 23 Pilothouse are trailerable but they are still full fledged cruising yachts. We did not compromise sea-worthiness or comfort. When the 23/IV or 23 Pilothouse is fitted with the available custom trailer, they can easily be taken over the road for vacation or winter storage.

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The new launch with the available electric propulsion is perfect for an evening of touring the harbor, canals and waterways or even more varied areas of interest with the standard 2 cylinder diesel engine.

All of our models come with an extraordinary list of amenities and standard equipment. From the 14' Picnic Cat to the 27' cruiser, you will find everything you need for that day sail, day cruise, weekend getaway or extended cruise.

If you are looking for something other than an “off the shelf” yacht, then Com-Pac is for you. Many builders today do not give you any more choices than cushion fabric and canvas colors. Whether your yacht is 14' or 27', nowhere else will you find the freedom of involvement and creativity you will find by sitting down with us and discussing your dream yacht. Our answer to 95% of requests for personalization is “we can do that.”

 MiG 3 main list    +

 Mikoyan Gurevich MiG 3 172IAP For the Party of Bolsheviks with Nikolai Sheyenko May 1942 01

Mikoyan-Gurevich MiG-3

National origin:- Soviet Union Role:- Fighter Interceptor Manufacturer:- Mikoyan-Gurevich Designer:- First flight:- 29th October 1940 Introduction:- 1941 Status:- Retired 1945 Produced:- 1940-1941 Number built:- 3,422 Primary users:- Soviet Air Forces (VVS); Soviet Air Defence Forces (PVO); Soviet Naval Aviation Developed from:- Mikoyan-Gurevich MiG-1 Variants:- Mikoyan-Gurevich I-211 Operational history MiG-3s were delivered to frontline fighter regiments beginning in the spring of 1941 and were a handful for pilots accustomed to the lower-performance and docile Polikarpov I-152 and I-153 biplanes and the Polikarpov I-16 monoplane. It remained tricky and demanding to fly even after the extensive improvements made over the MiG-1. Many fighter regiments had not kept pace in training pilots to handle the MiG and the rapid pace of deliveries resulted in many units having more MiGs than trained pilots during the German invasion. By 1 June 1941, 1,029 MIG-3s were on strength, but there were only 494 trained pilots. In contrast to the untrained pilots of the 31st Fighter Regiment, those of the 4th Fighter Regiment were able to claim three German high-altitude reconnaissance aircraft shot down before war broke out in June 1941. However high-altitude combat of this sort was to prove to be uncommon on the Eastern Front where most air-to-air engagements were at altitudes well below 5,000 metres (16,000 ft). At these altitudes the MiG-3 was outclassed by the Bf 109 in all respects, and even by other new Soviet fighters such as the Yakovlev Yak-1. Furthermore, the shortage of ground-attack aircraft in 1941 forced it into that role as well, for which it was totally unsuited. Pilot Alexander E. Shvarev recalled: "The Mig was perfect at altitudes of 4,000 m and above. But at lower altitudes it was, as they say, 'a cow'. That was the first weakness. The second was its armament: weapons failure dogged this aircraft. The third weakness was its gunsights, which were inaccurate: that's why we closed in as much as we could and fired point blank." On 22 June 1941, most MiG-3s and MiG-1s were in the border military districts of the Soviet Union. The Leningrad Military District had 164, 135 were in the Baltic Military District, 233 in the Western Special Military District, 190 in the Kiev Military District and 195 in the Odessa Military District for a total of 917 on hand, of which only 81 were non-operational. An additional 64 MiGs were assigned to Naval Aviation, 38 in the Air Force of the Baltic Fleet and 26 in the Air Force of the Black Sea Fleet. The 4th and 55th Fighter Regiments had most of the MiG-3s assigned to the Odessa Military District and their experiences on the first day of the war may be taken as typical. The 4th, an experienced unit, shot down a Romanian Bristol Blenheim reconnaissance bomber, confirmed by postwar research, and lost one aircraft which crashed into an obstacle on takeoff. The 55th was much less experienced with the MiG-3 and claimed three aircraft shot down, although recent research confirms only one German Henschel Hs 126 was 40% damaged, and suffered three pilots killed and nine aircraft lost. The most unusual case was the pair of MiG-3s dispatched from the 55th on a reconnaissance mission to PloieÅŸti that failed to properly calculate their fuel consumption and both were forced to land when they ran out of fuel. Most of the MiG-3s assigned to the interior military districts were transferred to the PVO where their lack of performance at low altitudes was not so important. On 10 July 299 were assigned to the PVO, the bulk of them belonging to the 6th PVO Corps at Moscow, while only 293 remained with the VVS, and 60 with the Naval Air Forces, a total of only 652 despite deliveries of several hundred aircraft. By 1 October, on the eve of the German offensive towards Moscow codenamed Operation Typhoon, only 257 were assigned to VVS units, 209 to the PVO, and 46 to the Navy, a total of only 512, a decrease of 140 fighters since 10 July, despite deliveries of over a thousand aircraft in the intervening period. By 5 December, the start of the Soviet counter-offensive that drove the Germans back from the gates of Moscow, the Navy had 33 MiGs on hand, the VVS 210, and the PVO 309. This was a total of 552, an increase of only 40 aircraft from 1 October. Over the winter of 1941-42 the Soviets transferred all of the remaining MiG-3s to the Navy and PVO so that on 1 May 1942 none were left on strength with the VVS. By 1 May 1942, Naval Aviation had 37 MiGs on strength, while the PVO had 323 on hand on 10 May. By 1 June 1944, the Navy had transferred all its aircraft to the PVO, which reported only 17 on its own strength, and all of those were gone by 1 January 1945. Undoubtedly more remained in training units and the like, but none were assigned to combat units by then.

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Com Pac 19 - Long Island Sound

• Thread starter xmo0n
• Start date Oct 11, 2009
• Brand-Specific Forums

I am at least a couple years form making this happen, but I am doing my homework. This question is about specifically a Com Pac 19. I would like to sail the waters of Long Island Sound. Let's say for example Mystic Ct to Montauk NY. Will the Com Pac 19 fit the bill?" I am talking about a forcasted nice and calm day. I am not a thrill seeker and consider me a sailor of average experience. I want to find somthing I can trailer (without it being a royal pain to unload and load). I apologize if this has been asked a hundred times, I could not find anything posted. (I did mange to post this to the plumbing site the first time...hopefully it is nota problem) Thanks, --Keith  

xmo0n said: I am at least a couple years form making this happen, but I am doing my homework. This question is about specifically a Com Pac 19. I would like to sail the waters of Long Island Sound. Let's say for example Mystic Ct to Montauk NY. Will the Com Pac 19 fit the bill?" I am talking about a forcasted nice and calm day. I am not a thrill seeker and consider me a sailor of average experience. I want to find somthing I can trailer (without it being a royal pain to unload and load). I apologize if this has been asked a hundred times, I could not find anything posted. (I did mange to post this to the plumbing site the first time...hopefully it is nota problem) Thanks, --Keith Click to expand

Warren Milberg

Pretty well done review of the Com Pac 19 in the current (Sept/Oct) edition of "Good Old Boat" magazine.  

dserrell said: Keith, We have an 89' Compac 19/3 named Pachebella that was purchased from a sailor who sailed her on Long Island Sound. The Compac 19 is a very capable and seaworthy sailboat designed by Navel Architect Bob Johnson, who designs the Island Packets. The Compac 19 has a B/D ratio of .40, meaning the 800# keel is 40% of the total displacement of 2,000#. She's a very stable sailboat because of the B/D ratio and the flat hull design. We've sailed Pachebella across the Chesapeake, from Key Largo to Key West, and in many other places, but mostly in the Atlantic Ocean off the coast of Southeastern North Carolina. The Compac 19 is easy to trailer and launch once you develop a mast raising system. I can raise the mast myself. Pachebella is our third Compac! We've owned two Compac 16/3s before Pachebella. The Compac 19 is literally twice as big as a Compac 16. The pictures below show Pachebella at her home port. The link has many more pictures! You'll see that we have really upgraded Pachebella for some extended cruising, and even though she's only 20' long she's very comfortable. The Compac 19 was definitely the right sailboat for us. Fair weather! David http://s823.photobucket.com/albums/zz160/dserrell/ Click to expand

Re: Thanks Even though I cannot type, I still meant it. Thanks, --Keith  

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Watch CBS News

Who owns the ship that struck the Francis Scott Key Bridge in Baltimore?

By Megan Cerullo

Edited By Anne Marie Lee

Updated on: March 26, 2024 / 5:05 PM EDT / CBS News

The collapse of  Baltimore's Francis Scott Key Bridge on Tuesday after being struck by a cargo ship has raised questions about who owns and manages the ship, as well as on the potential impact on one the busiest ports in the U.S.

Called the Dali, the 948-foot vessel that hit the bridge is managed by Synergy Marine Group, a Singapore-based company with over 660 ships under management worldwide, according to its website . The group said the ship was operated by charter vessel company Synergy Group and chartered by Danish shipping giant Maersk at the time of the incident, which sent vehicles and people tumbling into the Patapsco River.

"We are horrified by what has happened in Baltimore, and our thoughts are with all of those affected," Maersk said in a statement to CBS News on Tuesday, in which it also confirmed the ship was carrying cargo for Maersk customers. The company had no crew or personnel aboard the ship.

The Dali, which can carry up to 10,000 twenty-foot equivalent units, or TEUs, was carrying nearly 4,700 containers at the time of the collision. It was operated by a 22-person, Indian crew. It was not immediately clear what kind of cargo the ship was carrying. 

Who owns and manages the Dali?

The Dali is owned by Grace Ocean Private, a Singapore-based company that provides water transportation services. The ship was chartered by Danish container shipping company Maersk at the time of the collision.

Synergy Marine, founded in 2006, provides a range of ship management services, including managing ships' technical components and their crews and overseeing safety, according to S&P Capital IQ. Its parent company, Unity Group Holdings International, an investment holding company, was founded in 2008 and is based in Hong Kong.

Where was the ship headed?

The outbound ship had left Baltimore and was headed for Colombo, the capital of Sri Lanka, Synergy Marine Group said in a  press release . 

How busy is the Port of Baltimore?

In 2023, the Port of Baltimore handled a record 52.3 million tons of foreign cargo, worth $80 billion, according  to the office of Maryland Gov. Wes Moore. The port is also a significant provider of local jobs. 

The top port in the U.S. for sugar and gypsum imports, it is the ninth busiest U.S. port by the total volume and value of foreign cargo handled. All vessel traffic into and out of the facility is currently suspended, although the port remains open and trucks continue to be processed within its terminals, according to a statement released by Port of Baltimore officials. 

What is the potential local economic impact?

Directly, the port supports 15,300 jobs, while another 140,000 in the area are related to port activities. The jobs provide a combined $3.3 billion in personal income, according to a CBS News report . The Port of Baltimore said Tuesday that it is unclear how long ship traffic will be suspended.

The disaster also caused chaos for local drivers. The Maryland Transportation Authority said all lanes were closed in both directions on I-695, with traffic being detoured to I-95 and I-895.

How could the bridge collapse affect consumers and businesses?

Experts say the bridge collapse could cause significant supply chain disruptions.

"While Baltimore is not one of the largest U.S. East Coast ports, it still imports and exports more than 1 million containers each year, so there is the potential for this to cause significant disruption to supply chains," Emily Stausbøll, a market analyst at Xeneta, an ocean and air freight analytics platform, said in a statement. 

She added that freight services from Asia to the East Coast in the U.S. have already been hampered by drought in the Panama Canal, as well as risks related to conflict in the Red Sea. Nearby ports, including those in New York, New Jersey and Virginia, will be relied on to handle more shipments if Baltimore remains inaccessible. 

Whether ocean freight shipping rates will rise dramatically, potentially affecting consumers as retailers pass along higher costs, will depend on how much extra capacity the alternate ports can handle, Stausbøll said. "However, there is only so much port capacity available and this will leave supply chains vulnerable to any further pressure."

Marty Durbin, senior vice president of policy at the U.S. Chamber of Commerce, said that the bridge is a critical connector of "people, businesses, and communities."

"Unfortunately, its prolonged closure will likely disrupt commercial activities and supply chains that rely on the bridge and Port of Baltimore each day," he said in a statement.

What other industries could be affected?

Trucking companies could be severely affected by the disaster. 

"Aside from the obvious tragedy, this incident will have significant and long-lasting impacts on the region," American Trucking Associations spokesperson Jessica Gail said, calling Key Bridge and Baltimore's port "critical components'' of the nation's infrastructure.

Gail noted that 1.3 million trucks cross the bridge every year — 3,600 a day. Trucks that carry hazardous materials will now have to make 30 miles of detours around Baltimore because they are prohibited from using the city's tunnels, she said, adding to delays and increasing fuel costs.

"Time-wise, it's going to hurt us a lot," added Russell Brehm, the terminal manager in Baltimore for Lee Transport, which trucks hazardous materials such as petroleum products and chemicals. The loss of the bridge will double to two hours the time it takes Lee to get loads from its terminal in Baltimore's Curtis Bay to the BJ's gasoline station in the waterfront neighborhood of Canton, he estimated.

Cruise operators are also being affected. A Carnival cruise ship that set off Sunday for the Bahamas had been scheduled to return to Baltimore on March 31. Carnival said Tuesday that it is "currently evaluating options for Carnival Legend's scheduled return on Sunday." The company also has cruises scheduled to set sail from Baltimore through the summer. 

Norwegian Cruise Line last year introduced new routes departing from the Port of Baltimore. Its sailings are scheduled for late this year. The company said the Key Bridge collapse doesn't immediately require it to reroute any ships.

Who will pay to rebuild the bridge?

President Biden said Tuesday that the federal government, with congressional support, would pay to rebuild the bridge.

"We're going to work with our partners in Congress to make sure the state gets the support it needs. It's my intention that the federal government will pay for the entire cost of reconstructing that bridge," Biden said in comments from the White House. "And I expect the Congress to support my effort. This is going to take some time. The people of Baltimore can count on us though, to stick with them, at every step of the way, till the port is reopened and the bridge is rebuilt."

—The Associated Press contributed to this report.

• Francis Scott Key Bridge
• Bridge Collapse
• Patapsco River

Megan Cerullo is a New York-based reporter for CBS MoneyWatch covering small business, workplace, health care, consumer spending and personal finance topics. She regularly appears on CBS News Streaming to discuss her reporting.

More from CBS News

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Can bridges be protected from ships hitting them? An expert weighs in.

Families of victims in Baltimore bridge collapse speak out: "Tremendous agony"

Pilot on board the Dali tried to slow ship before it struck Key Bridge

The specially trained pilot ordered the rudder turned hard to the left and an anchor drop to steady the ship and slow it down, an industry official said.

When a massive ship lost power on its way out of the Port of Baltimore and headed toward a major bridge, the pilot ordered its rudder turned hard to the left and its left anchor dropped in an effort to slow the vessel and stop it swinging to the right, according to the head of a national association for ship pilots.

The 985-foot container ship, known as the Dali, left Baltimore about 12:30 a.m. Tuesday, bound for Sri Lanka. Clay Diamond, the executive director of the American Pilots’ Association, said the ship experienced a “full blackout” around 1:20 a.m., meaning it lost both engine power and electrical power to the ship’s control and communications systems.

Baltimore bridge collapse

The ship was traveling at 8 knots, a normal speed for the area that Diamond described as “ahead slow.” The ship never regained engine power, but Diamond said a diesel backup generator did kick in, restoring the electrical systems — the possible source of a puff of black smoke visible in video of the collision circulating on social media.

Unable to slow the ship, Diamond said the pilot, who had more than a decade of experience, radioed an emergency message to have the Francis Scott Key Bridge closed. That mayday call has been credited with saving lives.

The huge vessel soon struck one of the bridge’s supports, causing it to crumple and crash down into the Patapsco River. Two members of a work crew on the bridge were rescued, but another six are presumed dead, the Coast Guard said. The collision led to the closure of the Baltimore port and leaves officials facing a massive cleanup and rebuilding job.

The 22 crew members on board the Dali all survived .

Who are the people presumed dead in the Baltimore bridge collapse?

Diamond said he had been in constant communication with the Association of Maryland Pilots on Tuesday and that the pilot on board had given a statement to investigators from the Coast Guard and the National Transportation Safety Board, which is leading the investigation into what went wrong. A second pilot aboard the Dali was an apprentice who had started his training last month, Diamond said.

Diamond said it is unusual for a ship to experience a total loss of power. “It’s not unheard of for a pilot to experience an engine casualty, it’s not that common to have a full blackout like this,” he said. “This is a complicated piece of equipment so it could be any number of causes.”

Foreign-flagged ships are required to have pilots aboard to guide them in and out of U.S. ports. Pilots have detailed knowledge of local shipping channels and complete an apprenticeship before becoming fully qualified. Diamond said they don’t take direct command of the vessel, but work with its crew to get it safely out to sea.

An earlier version of this article incorrectly identified the body of water into which the Key Bridge collapsed. It was the Patapsco River, not the Chesapeake Bay.

How it happened: Baltimore’s Francis Scott Key Bridge collapsed after being hit by a cargo ship . The container ship lost power shortly before hitting the bridge, Maryland Gov. Wes Moore (D) said. Video shows the bridge collapse in under 40 seconds.

Victims: Divers have recovered the bodies of two construction workers , officials said. They were fathers, husbands and hard workers . A mayday call from the ship prompted first responders to shut down traffic on the four-lane bridge, saving lives.

Economic impact: The collapse of the bridge severed ocean links to the Port of Baltimore, which provides about 20,000 jobs to the area . See how the collapse will disrupt the supply of cars, coal and other goods .

Rebuilding: The bridge, built in the 1970s , will probably take years and cost hundreds of millions of dollars to rebuild , experts said.

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Vessels Belonging to Owner of Baltimore Ship Had Been Cited for Labor Violations

The vessels had underpaid crews and kept workers onboard for months beyond their contracts, according to an Australian regulator.

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By Michael Forsythe ,  Peter Eavis and Jenny Gross

• March 26, 2024

Ships belonging to the company whose container vessel crashed into the Francis Scott Key Bridge in Baltimore on Tuesday have been cited in recent years for labor violations, which include underpaying ship crews and holding crew members onboard for months past their contracts, according to the Australian Maritime Safety Authority.

In 2021, the authority detained the Western Callao, another ship formerly owned by the company, the Singapore-based Grace Ocean Private Ltd., after it found that the management was in arrears paying 13 crew members and had kept them on the ship for more than 12 months, well beyond their nine-month contracts. In 2020, an inspection of the same ship in Australia found that eight sailors had been aboard it for more than 11 months.

Another ship owned by Grace Ocean, the Furness Southern Cross, had 10 seafarers aboard for more than 14 months. The infractions were “serious and shameful” violations of an international convention on maritime labor, Michael Drake, the executive director of operations for the authority, said at the time, in October 2021.

“This type of behavior is unethical and in complete contravention to the Maritime Labor Convention,” Mr. Drake said. “The international conventions that protect seafarers’ rights are very clear.”

Any factors about the crew of the Dali, the Grace-owned container ship that crashed into the Key Bridge, including fatigue, will likely be among the many items the National Transportation Safety Board examines as it looks for the cause or causes of the crash.

Grace Ocean owns 55 ships, according to Equasis , a public database of ship information. While global companies such as Maersk charter the vessels, the owners and the ship managers are generally responsible for managing the crew and maintaining the ships. The management company for the Dali, Synergy Marine, was not the company managing the two vessels cited by Australia.

The extremely opaque nature of global ship-owning makes finding the ultimate owners and holding them accountable for any violations difficult. According to Singapore company records, Grace Ocean is owned by the British Virgin Islands-based Grace Ocean Investment Limited. Lloyds List, which first reported Grace Ocean’s infractions in 2021, reported that Grace Ocean Investment is based in Hong Kong. But the company matching the name and address in Lloyd’s database dissolved in 2015, according to Hong Kong company records.

The Singapore company has four directors — two Filipino citizens, a Singaporean and a Japanese person — with all listing addresses in Singapore, records show.

Alexandra Wrage, the president and founder of Trace, a group focused on anti-bribery, compliance and good governance, said that ship ownership structures were designed to maximize opacity and minimize accountability.

“There are some good actors in this space, but shipping is the Wild West from a compliance and accountability perspective,” Ms. Wrage said. “And when compliance and accountability aren’t priorities, issues like environmental standards, labor practices and health and safety often aren’t either.”

The Dali had 22 crew members from India onboard, according to a statement from Grace Ocean and Synergy Marine. None were injured.

An inspection of the Dali last year at a port in Chile found that the vessel had a deficiency related to “propulsion and auxiliary machinery.” The inspection, conducted on June 27 at the port of San Antonio, specified that the problem concerned gauges and thermometers.

The Dali has had 27 inspections since 2015, according to Equasis. The only other deficiency, a damaged hull “impairing seaworthiness,” was found in 2016, at the port of Antwerp, in Belgium. The vessel hit a berth at the port that year. A spokesman representing Grace Ocean and Synergy did not immediately have a comment on the labor violations or on the deficiency reported last year.

Michael Forsythe a reporter on the investigations team at The Times, based in New York. He has written extensively about, and from, China. More about Michael Forsythe

Peter Eavis reports on business, financial markets, the economy and companies across different sectors. More about Peter Eavis

Jenny Gross is a reporter for The Times in London covering breaking news and other topics. More about Jenny Gross